EP1507967A2 - Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin - Google Patents

Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin

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Publication number
EP1507967A2
EP1507967A2 EP02790353A EP02790353A EP1507967A2 EP 1507967 A2 EP1507967 A2 EP 1507967A2 EP 02790353 A EP02790353 A EP 02790353A EP 02790353 A EP02790353 A EP 02790353A EP 1507967 A2 EP1507967 A2 EP 1507967A2
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
combustion engine
fresh air
turbine
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.)
Ceased
Application number
EP02790353A
Other languages
German (de)
English (en)
Inventor
Hans-Georg Nitzke
Thorsten Rebohl
Jens Jeschke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from DE10158249A external-priority patent/DE10158249B4/de
Priority claimed from DE10158247A external-priority patent/DE10158247A1/de
Priority claimed from DE10158261A external-priority patent/DE10158261A1/de
Priority claimed from DE10158250A external-priority patent/DE10158250A1/de
Priority claimed from DE10158262A external-priority patent/DE10158262A1/de
Application filed by Volkswagen AG filed Critical Volkswagen AG
Priority to EP06013404A priority Critical patent/EP1701022A3/fr
Priority to EP06013405A priority patent/EP1701025B1/fr
Priority to EP06013406A priority patent/EP1715163A1/fr
Publication of EP1507967A2 publication Critical patent/EP1507967A2/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • 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
    • F02D41/1448—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 exhaust gas pressure
    • F02D41/145—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 exhaust gas pressure with determination means using an estimation
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for determining the composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation and a correspondingly designed control system for an internal combustion engine, for example a diesel engine.
  • the fresh air mass in the combustion chamber of the internal combustion engine is determined from the measurement of the fresh air mass flow via a hot film air mass sensor very far forward in the intake tract of the internal combustion engine. Due to the fresh air storage behavior of the intake tract, this determination of the fresh air mass is subject to errors in the dynamic engine operating phases. In addition, such a sensor signal cannot be used to calculate the exhaust gas mass located in the combustion chamber, which has been returned via the exhaust gas recirculation of the internal combustion engine and mixed with the fresh air drawn in at an exhaust gas recirculation mixing point. With conventional concepts, this size cannot be determined.
  • the present invention is therefore based on the object of proposing a method for determining the composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation as well as a correspondingly designed control system for an internal combustion engine, with which the exact determination of the composition of the gas mixture in the combustion chamber of the Internal combustion engine, ie an exact determination of the fresh air and exhaust gas mass, especially in the dynamic engine operating phases is possible.
  • This object is achieved according to the invention by a method with the features of claim 1 or a control system with the features of claim 64.
  • the subclaims each define preferred and advantageous embodiments of the present invention.
  • the invention provides for determining the composition of the gas mixture in a combustion chamber of an internal combustion engine, i.e. to determine the fresh air and exhaust gas mass in this combustion chamber, to determine corresponding state variables of the internal combustion engine by using corresponding physically based models, the individual physically based models simulating the behavior of the internal combustion engine or the engine system in relation to the state variable to be calculated in each case.
  • the status variables can include, for example, the fresh air mass flow in the so-called intake manifold of the internal combustion engine, taking into account the storage behavior of the intake tract, the exhaust gas recirculation mass flow, the pressure and the temperature of the intake gas upstream of the intake valves of the internal combustion engine, the pressure and the temperature of the exhaust gas upstream of the turbine, etc. be calculated.
  • the physically based models can also be partially replaced by empirical models if no real-time capable physical model can be determined for the respective model.
  • the filling of the combustion chamber with the fresh air / exhaust gas mixture from the so-called intake manifold i.e. the connection between the exhaust gas recirculation mixing point and the intake valves of the respective engine, to be able to determine both the fresh air mass flow and the exhaust gas mass flow as well as the fresh air mass in the combustion chamber and the exhaust gas mass in the combustion chamber of the internal combustion engine.
  • Exhaust gas from the exhaust tract is returned to the intake tract via the exhaust gas recirculation line of the internal combustion engine.
  • another model can be used to determine the exhaust gas recirculation mass flow through the exhaust gas recirculation line and the temperature of the recirculated exhaust gas upstream of the exhaust gas recirculation mixing point.
  • a model approach for a throttle point can be used for this.
  • Another model can be used to simulate the behavior of the exhaust tract before and after the turbine of the engine system. As the most important output variable, this model can be used to determine the exhaust gas back pressure upstream of the turbine, again by calculating the corresponding output or intermediate variables.
  • the storage behavior of the intake tract between the compressor and the exhaust gas recirculation mixing point can also be simulated with the aid of a corresponding model.
  • a model can be used which simulates a storage volume for the fresh air and a subsequent throttle point.
  • the essential output variables of this model are the fresh air mass flow through the aforementioned throttle in the intake manifold, ie into the engine intake, the stored fresh air mass in the aforementioned storage volume and the modeled boost pressure etc. can be determined.
  • the incoming exhaust gas recirculation mass flow mixes in the so-called intake manifold of the internal combustion engine, i.e. the recirculated exhaust gas mass flow to the fresh air / exhaust gas mixture from which the engine draws its fill.
  • the behavior of this intake manifold can also be simulated using a corresponding model, for example to calculate the exhaust gas recirculation mass and the fresh air mass in the intake manifold, which can be done, for example, by evaluating the mass flow balances for the fresh air and the recirculated exhaust gas mass.
  • the intake manifold temperature can be determined in particular as a function of the exhaust gas recirculation mass in the intake manifold and the temperature of the exhaust gas recirculation mass flow as well as the fresh air mass in the intake manifold and the temperature of the inflowing fresh air mass flow.
  • the mass and composition of the gas mixture drawn in by the combustion chamber of the internal combustion engine for example a diesel engine
  • the mass and composition of the gas mixture drawn in by the combustion chamber of the internal combustion engine can be exactly determined, so that an emission-optimal one Regulation of the internal combustion engine is possible based on the precise knowledge of the mass and the composition of the fresh air mass and the exhaust gas mass in the combustion chamber of the internal combustion engine.
  • a large number of state variables can be obtained from information that is already known without the use of separate or additional sensors, so that new control strategies are made possible.
  • the present invention also relates to the following inventive aspects, which are in principle independent of one another and independent of the previously explained inventive aspects. However, it is of course also possible to combine individual or all of the inventive aspects described herein.
  • Exhaust gas from the exhaust tract is returned to the intake tract via the exhaust gas recirculation line of an internal combustion engine.
  • exhaust gas recirculation line of an internal combustion engine For the emission-optimal control or regulation of, for example, a turbocharged diesel engine with exhaust gas recirculation, precise knowledge of the largest possible number of state variables or operating parameters is important.
  • the number of detected or known state variables is relatively small, or separate sensors are required for the determination of the state variables. This applies in particular to the state variables associated with the exhaust tract of internal combustion engines, such as, for example, the exhaust gas back pressure or the exhaust gas temperature before or after the turbine of the respective internal combustion engine, etc. Until now, these state variables could at best only be detected with separate sensors.
  • a physically based model can be used to implement a method for controlling an internal combustion engine with exhaust gas recirculation and a correspondingly designed control system for an internal combustion engine, with which control of the internal combustion engine is possible depending on state variables of the exhaust gas tract that are as effective as possible and without the need for additional sensors which simulates the behavior of the exhaust tract of the internal combustion engine before and after a turbine assigned to the internal combustion engine.
  • various state variables associated with the exhaust tract can be extracted from others State variables (already known or already detected) are determined, so that depending on them certain operating parameters of the internal combustion engine, such as the fuel injection quantity or the fuel injection time etc., can be controlled or regulated in an emission-optimized manner.
  • the exhaust gas back pressure before or after the turbine, the exhaust gas temperature before or after the turbine or the exhaust gas back pressure of the exhaust gas returned via the exhaust gas recirculation line of the internal combustion engine can be determined from known state variables without the use of additional sensors.
  • state variables of the exhaust tract of an internal combustion engine for example a diesel engine
  • state variables which are already known can thus be determined precisely and with simple means by evaluating state variables which are already known.
  • the use of additional sensors is not necessary for this.
  • the thus easily possible determination of the state variables of the exhaust tract makes new control and diagnostic methods possible within the respective engine management system, which, for example, permits emission-optimized control of the internal combustion engine.
  • This aspect of the invention thus includes in particular the following features:
  • a method for controlling an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas of the internal combustion engine recirculated via the exhaust gas recirculation at a mixing point and the resulting gas mixture is fed to the combustion chamber of the internal combustion engine, the behavior of an exhaust gas tract of the internal combustion engine before and modeled after a turbine assigned to the internal combustion engine and with the aid of the model at least one state variable connected to the exhaust tract at least one further state variable is determined in order to control the internal combustion engine as a function thereof.
  • a method wherein to determine the exhaust gas temperature upstream of the turbine, a temperature change based on the temperature of the gas mixture between the mixing point and the internal combustion engine is determined as a function of the injected fuel mass and the speed of the internal combustion engine.
  • a method according to any one of items 1-7, wherein the model is used to determine a rotational speed of an exhaust gas turbocharger shaft coupled to the turbine and to a compressor assigned to the internal combustion engine as a function of a fresh air mass flow flowing through the compressor and a pressure ratio across the compressor.
  • the model is used to determine a rotational speed of an exhaust gas turbocharger shaft coupled to the turbine and to a compressor assigned to the internal combustion engine as a function of a fresh air mass flow flowing through the compressor and a pressure ratio across the compressor.
  • a method according to 9, wherein the fresh air mass flow flowing through the compressor is determined from the measured fresh air mass flow and the pressure upstream of the compressor with the aid of a standardization based on the atmospheric temperature and a reference temperature of the compressor.
  • Turbine a temperature change over the turbine and a turbine efficiency is determined.
  • Exhaust gas back pressure behind the turbine is determined by adding the pressure difference measured by the exhaust gas back pressure sensor to the first-mentioned pressure difference value and the atmospheric pressure.
  • PF denotes an exhaust gas back pressure constant
  • a control system for an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas recirculated via the exhaust gas recirculation of the internal combustion engine in a mixing point and the resulting gas mixture is fed to a combustion chamber of the internal combustion engine, the control system being designed in such a way that it is physically based Model the behavior of an exhaust tract of the
  • the associated state variable is determined from at least one further state variable and controls the internal combustion engine automatically as a function thereof. 28.
  • exhaust gas is returned from the exhaust tract into the intake tract and mixed there with fresh air drawn in via the intake tract.
  • the resulting gas mixture is then fed to the combustion chambers of the internal combustion engine.
  • the number of detected or known state variables is relatively small, or separate sensors are required for the detection of the individual state variables.
  • This also applies, for example, to the state variables associated with the intake tract of the respective internal combustion engine and, in particular, state variables there, which are associated with the so-called intake manifold or intake manifold of the internal combustion engine, i.e. the connection between the exhaust gas / fresh air mixing point and the engine intake valves, such as the fresh air or exhaust gas mass or the gas temperature in this connection section.
  • these state variables could at best only be recorded with separate sensors.
  • a physical model based on the connection or the connecting section between the mixing point, at which recirculated exhaust gas is mixed with fresh air drawn in, and the intake valves of the internal combustion engine, which simulates the behavior of this connection can be used to determine under Using this model to be able to automatically control or regulate various operating parameters of the internal combustion engine in an emission-optimal manner.
  • the fresh air or Exhaust gas mass in this connection or also the gas temperature in this connection can be determined from known state variables without the use of additional sensors, so that depending on it certain operating parameters of the internal combustion engine, such as the fuel injection quantity or the fuel injection time etc., are controlled or regulated in an emission-optimized manner can be.
  • the fresh air mass or the exhaust gas mass in the connection can be integrated in time by a difference between a fresh air mass flow supplied to the connection and a fresh air mass flow supplied by the connection to the internal combustion engine or by time integrating a difference between an exhaust gas mass flow supplied to the connection via the exhaust gas recirculation and one of the Connection to the exhaust gas mass flow supplied to the internal combustion engine can be determined.
  • the total gas mass in the connection can then be determined simply by adding the fresh air mass in the connection and the exhaust gas mass in the connection.
  • the temperature of the gas mixture supplied to the combustion chambers of the internal combustion engine via the connection can be determined as a function of the exhaust gas mass in the connection, a temperature of the exhaust gas recirculation mass flow returned via the exhaust gas recirculation, the fresh air mass in the connection and a temperature of the fresh air mass flow supplied to the connection, the thus determined temperature value is preferably corrected by an amount which depends on a difference between a wall temperature of the connection and the temperature of the gas mixture in the connection and a factor multiplied by it, the factor in turn on the speed of the internal combustion engine and a via the connection the combustion chambers of the Combustion engine supplied fresh air mass flow depends.
  • the wall temperature of the connection can be derived from a cooling water temperature of the internal combustion engine and a wall heat factor of the connection.
  • state variables of the intake tract or the connection between the mixing point and the inlet valves of an internal combustion engine can thus be determined precisely and with simple means by evaluating state variables that are already known. The use of additional sensors is not necessary for this.
  • new control and diagnostic methods are possible within the respective engine management system, which allows, for example, emission-optimized control of the internal combustion engine.
  • This aspect of the invention thus includes in particular the following features:
  • a method for controlling an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas recirculated via the exhaust gas recirculation of the internal combustion engine at a mixing point and the resulting gas mixture is fed to the combustion chamber of the internal combustion engine, the behavior of one of the mixing point through a physically based model to the connection leading to the internal combustion engine, which feeds the gas mixture to the combustion chamber of the internal combustion engine, simulated and with the help of the model at least one state variable related to this connection is determined from at least one further state variable in order to control the internal combustion engine as a function thereof.
  • a method according to 7 and one of items 2-6, wherein with the aid of the model the temperature of the gas mixture supplied via the connection to the combustion chamber of the internal combustion engine as a function of the exhaust gas mass in the connection, a temperature of the exhaust gas recirculation mass flow returned via the exhaust gas recirculation, the Fresh air mass in the connection and a temperature of the fresh air mass flow supplied to the connection is determined.
  • a temperature of the exhaust gas recirculation mass flow returned via the exhaust gas recirculation, the Fresh air mass in the connection and a temperature of the fresh air mass flow supplied to the connection is determined.
  • a method according to 10, wherein the wall temperature of the connection is derived from a cooling water temperature of the internal combustion engine and a wall heat factor of the connection.
  • a control system for an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas recirculated via the exhaust gas recirculation of the internal combustion engine in a mixing point and the resulting gas mixture is fed to a combustion chamber of the internal combustion engine
  • the control system being designed in such a way that it is controlled by a physically based one Model simulates the behavior of a connection leading from the mixing point to the internal combustion engine, which feeds the gas mixture to the combustion chamber of the internal combustion engine, and automatically uses the model to determine at least one state variable related to this connection from at least one further state variable and automatically controls the internal combustion engine as a function thereof.
  • the number of detected or known state variables is relatively small, or separate sensors are required for the detection of the individual state variables. This also applies, for example, to various state variables associated with the intake tract of the internal combustion engine, such as the fresh air mass flow.
  • a physically based model can be used to determine the fresh air mass flow of the storage behavior of the intake tract of the internal combustion engine between the compressor and the mixing point, at which the intake fresh air is mixed with recirculated exhaust gas, by modeling a storage volume for the fresh air drawn in from the intake tract with a subsequent throttle point, the control of the internal combustion engine automatically using the Model of the fresh air mass flow flowing through the intake tract to the mixing point is determined.
  • the fresh air mass flow flowing through the intake tract to the mixing point can be determined as a function of the temperature and pressure of the fresh air and the effective cross-sectional area of the throttle point.
  • the pressure of the fresh air can in turn be determined as a function of the fresh air mass located between the compressor and the mixing point and the temperature of the fresh air.
  • the fresh air mass can be determined by integrating the fresh air mass flow difference between the fresh air mass flow flowing into the compressor and the fresh air mass flow flowing from the compressor to the mixing point.
  • the fresh air mass flow can also be determined as a function of the exhaust gas turbocharger speed of the internal combustion engine.
  • the boost pressure, the atmospheric or ambient pressure and the atmospheric or ambient temperature are also included in the determination of the fresh air mass flow.
  • the fresh air mass flow of an internal combustion engine for example a diesel engine
  • additional sensors in particular a hot-film air-mass meter that is usually required to determine the fresh air mass flow in the intake tract, is not necessary for this.
  • the thus easily possible determination of the exhaust gas recirculation mass flow enables new control and diagnostic methods within the respective engine management system, which allows, for example, emission-optimized control of the internal combustion engine.
  • This aspect of the invention thus includes in particular the following features:
  • a method for determining the fresh air mass flow of an internal combustion engine with exhaust gas recirculation wherein fresh air with a via the exhaust gas recirculation recirculated exhaust gas from the internal combustion engine is mixed at a mixing point and the resulting gas mixture is fed to the combustion chamber of the internal combustion engine, with the aid of a physically based model the storage behavior of an intake tract of the internal combustion engine between a compressor assigned to the internal combustion engine and the mixing point by modeling a storage volume for that of the Intake tract fresh air sucked in with a subsequent throttle point and is determined with the help of the model of the fresh air mass flow flowing through the intake tract to the mixing point.
  • R denotes a gas constant
  • a method according to 4 or 5 wherein the fresh air mass is determined by integrating a fresh air mass flow difference between a fresh air mass flow flowing into the compressor and the fresh air mass flow flowing from the compressor to the mixing point. 7. A method according to one of items 1-6, the method being carried out automatically by a control unit which is part of an engine management system of the internal combustion engine.
  • a method for determining the fresh air mass flow of an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas of the internal combustion engine recirculated via the exhaust gas recirculation at a mixing point and the resulting gas mixture is fed to the combustion chamber of the internal combustion engine, a rotational speed of an exhaust gas turbocharger assigned to the internal combustion engine being recorded and the fresh air mass flow flowing to the mixing point is determined from the speed.
  • a control system for an internal combustion engine with exhaust gas recirculation where fresh air is mixed with an exhaust gas recirculated exhaust gas from the internal combustion engine in a mixing point and the resulting gas mixture is fed to a combustion chamber of the internal combustion engine
  • the control system being designed in such a way that it is physically based model simulates the storage behavior of an intake tract of the internal combustion engine between a compressor assigned to the internal combustion engine and the mixing point by modeling a storage volume for the fresh air drawn in by the intake tract with a subsequent throttle point and for controlling the internal combustion engine automatically with the aid of the model to the mixing point via the intake tract flowing fresh air mass flow determined in order to control the internal combustion engine.
  • control system according to 10, wherein the control system is designed to carry out the method according to one of items 1-7.
  • a control system for an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas recirculated via the exhaust gas recirculation of the internal combustion engine in a mixing point and the resulting gas mixture is fed to a combustion chamber of the internal combustion engine
  • the control system being designed such that it leads to the mixing point flowing fresh air mass flow determined from a speed of an exhaust gas turbocharger assigned to the internal combustion engine in order to control the internal combustion engine as a function thereof.
  • Control system according to FIG. 12 the control system being designed such that it determines the fresh air mass flow as a function of the speed of the exhaust gas turbocharger, a pressure at which the fresh air is fed to the mixing point, an atmospheric pressure and an atmospheric temperature.
  • the number of detected or known state variables is relatively small, or separate sensors are required for the determination of the state variables. This also applies, for example, to the exhaust gas recirculation mass flow flowing through the exhaust gas recirculation line of an internal combustion engine with exhaust gas recirculation. Exhaust gas from the exhaust tract is returned to the intake tract via the exhaust gas recirculation line of an internal combustion engine.
  • a physically based model can be used, which uses a the exhaust gas recirculation of the internal combustion engine arranged replica exhaust valve as a Drossseistelle replicates.
  • the exhaust gas recirculation mass flow can be determined as a function of the exhaust gas back pressure and the temperature of the recirculated exhaust gas upstream of the exhaust gas recirculation valve, with a flow characteristic, an effective cross-sectional area of the exhaust gas recirculation valve and the gas constant in particular being taken into account in the physically based model for determining the exhaust gas recirculation mass flow.
  • the course of the temperature of the exhaust gas recirculated via the exhaust gas recirculation is preferably simulated with the aid of the model in order to derive the current temperature of the recirculated exhaust gas upstream of the exhaust gas recirculation valve.
  • the effective cross-sectional area of the exhaust gas recirculation valve can be adapted as a function of a comparison between the charge pressure measured in each case, with which the fresh air is supplied to the mixing point, and a charge pressure modeled with the aid of a further model by using a corresponding correction factor.
  • the aforementioned flow characteristic can be derived, for example, from the pressure ratio across the exhaust gas recirculation valve.
  • the exhaust gas recirculation mass flow of an internal combustion engine for example a diesel engine
  • the use of additional sensors is not necessary for this.
  • the thus easily possible determination of the exhaust gas recirculation mass flow enables new control and diagnostic methods within the respective engine management system, which allows, for example, emission-optimized control of the internal combustion engine.
  • This aspect of the invention thus includes in particular the following features:
  • a method for determining the exhaust gas recirculation mass flow of an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas recirculated through the exhaust gas recirculation of the internal combustion engine at a mixing point and the resulting gas mixture is fed to the combustion chamber of the internal combustion engine, an exhaust gas recirculation valve arranged in the exhaust gas recirculation using a modeled physically based model for a throttle point and the exhaust gas recirculation mass flow flowing via the exhaust gas recirculation to the mixing point is determined with the help of this model.
  • the exhaust gas recirculation mass flow is determined as a function of an exhaust gas back pressure and a temperature of the recirculated exhaust gas upstream of the exhaust gas recirculation valve.
  • Flow parameter DF is determined as follows:
  • V ' EGR where, in the event that the exhaust gas recirculation mass flow flows from an intake tract of the internal combustion engine into an exhaust tract of the internal combustion engine, the charge pressure of the fresh air in the intake tract is used as a value for the exhaust gas counterpressure and the charge temperature of the fresh air in the intake tract as a value for the temperature becomes.
  • Boost pressure with which the fresh air is fed to the mixing point, and a boost pressure modeled with the help of a further model is adjusted by using a corresponding correction factor.
  • a method according to one of items 1-7, the method being carried out automatically by a control unit which is part of an engine management system of the internal combustion engine.
  • a control system for an internal combustion engine with exhaust gas recirculation wherein fresh air is mixed with an exhaust gas recirculated via the exhaust gas recirculation of the internal combustion engine in a mixing point and the resulting gas mixture is fed to a combustion chamber of the internal combustion engine, the control system being designed such that it is used to control the internal combustion engine automatically determines the exhaust gas recirculation mass flow flowing via the exhaust gas recirculation to the mixing point with the aid of a physically based model which simulates an exhaust gas recirculation valve arranged in the exhaust gas recirculation as a throttle point.
  • control system according to FIG. 9, the control system being designed to carry out the method according to one of items 1-8.
  • FIG. 1 shows a simplified representation of a simulation model for simulating the gas flow in a motor vehicle or a corresponding internal combustion engine according to the present invention
  • FIG. 2 shows an illustration to explain an engine filling model
  • FIG. 3 shows an illustration to explain an exhaust gas recirculation mass flow model
  • FIG. 4 shows an illustration to explain a turbine model
  • FIG. 5 shows a schematic representation of the intake tract of the internal combustion engine shown in FIG. 1,
  • FIG. 6 shows an illustration to explain a fresh air mass flow model
  • FIG. 7 shows a schematic representation of the intake tract of the internal combustion engine shown in FIG. 1,
  • FIG. 8 shows an illustration to explain a suction pipe model
  • FIG. 9 shows a representation to explain an intake manifold temperature model
  • FIG. 10 shows the course of a flow characteristic as a function of a pressure ratio.
  • the internal combustion engine 1 shows an internal combustion engine 1 with four combustion chambers or cylinders.
  • the internal combustion engine 1 is coupled to an exhaust gas turbocharger (ATL), which comprises a turbine 2 and a compressor 7, the turbine and the compressor 7 being mounted on a common shaft, the so-called turbocharger shaft 14.
  • ATL exhaust gas turbocharger
  • the turbine 2 uses the energy contained in the exhaust gas of the internal combustion engine 1 to drive the compressor 7, which draws in fresh air via an air filter 6 and presses pre-compressed air into the individual combustion chambers of the internal combustion engine 1.
  • the exhaust gas turbocharger formed by the turbine 2, the compressor 7 and the turbocharger shaft 14 is fluidly coupled to the internal combustion engine 1 only by the air and exhaust gas mass flow.
  • the air that is sucked in and precompressed by the compressor 7 via the air filter 6 is fed to a so-called replacement volume (ERS) 9 via a charge air cooler (LLK) 8, which reduces the exhaust gas temperature and thus the NO x emission and the fuel consumption.
  • An inlet manifold (ELS) 10 is connected upstream of the individual combustion chambers of the internal combustion engine 1.
  • the exhaust gas generated in the combustion chambers of the internal combustion engine 1 is collected by an exhaust gas collector (ASA) 11 and fed to the turbine 2.
  • the turbine 2 is followed by the exhaust system (APU) 12 of the motor vehicle in the exhaust gas flow direction, which breaks down the pollutant components of the exhaust gases generated during operation of the internal combustion engine 1 and discharges the remaining exhaust gases as quietly as possible.
  • the reference number 13 denotes valves arranged in corresponding air or gas paths.
  • the reference numeral 15 denotes an actuator for adjusting the vane of the turbine 2.
  • FIG. 1 is a component of a corresponding engine management system of the motor vehicle.
  • Various variables or parameters of the motor system shown are monitored by the control unit 4 and converted into different intermediate and output variables by using corresponding stored physically based models, the variables or parameters monitored by the control unit 4 being fed to the control unit 4 via an interface 3 ,
  • the individual variables evaluated by the control device 4 are explained in more detail below with reference to the individual physically based models explained in detail.
  • control device 4 determines the mass and composition of the gas mixture in the combustion chambers of the internal combustion engine 1, ie the fresh air and exhaust gas mass therein, and converts them into corresponding control signals for the engine system to achieve emission-optimized control, which - like is indicated in Figure 1 - can be applied to various components of the engine system via the interface 3.
  • a certain minimum effective computing time for example in the order of 2 ms, is required for some parts of the overall model. Since this cannot be achieved with conventional control unit concepts, an existing time-synchronous grid is preferably used as the basis and the overall model is calculated several times in this grid (oversampling). For example, in order to achieve an effective computing time of 2 ms for an existing 20 ms grid, the overall model must be calculated ten times within the specified grid. Since the overall model, which is composed of the individual physically based sub-models mentioned above, is used for filling detection of internal combustion engines, i.e. serves for the exact determination of the fresh air and exhaust gas mass in the combustion chambers of the respective internal combustion engine, the overall model can also be referred to as a filling model.
  • One of these physically based partial models executed by the control device 4 serves to emulate the filling of the respective combustion chamber of the internal combustion engine 1 with the fresh air / exhaust gas mixture from the so-called intake manifold.
  • the intake manifold is the connection between the mixing point 10 shown in FIG. 1, from which the fresh air sucked in via the compressor 7 is mixed with the exhaust gas returned via the exhaust gas recirculation line, and the intake valves of the internal combustion engine 1.
  • This model can therefore also be referred to as an engine filling model.
  • the intake gas mass in the combustion chamber depending on the pressure p sr and the temperature T sr of the intake gas which, taking into account the gas constant R, define the density of the intake gas, can be determined in front of the engine intake valves, i.e. in the intake manifold a linear approach depending on the density of the intake gas is chosen:
  • m ge s denotes the gas mass sucked into the combustion chamber, ie the mass of the fresh air / exhaust gas mixture sucked in, n 0 the (normalized) engine speed and KORR a correction factor, which will be discussed in more detail below.
  • the filling behavior of the internal combustion engine 1 is dependent on the engine speed n 0 .
  • the coefficients d- and d 2 are therefore a function of the engine speed n 0 . This dependence on the engine speed can be represented by quadratic polynomials:
  • a a ⁇ denote coefficients of these quadratic polynomials.
  • the above-described dependency on the engine speed can also be realized by speed-dependent characteristic curves, it being possible to switch between these alternatives in the control unit 4, for example depending on the current value of a corresponding variable.
  • the filling of the combustion chamber of the internal combustion engine 1 is composed of fractions of fresh air and recirculated exhaust gas.
  • the gas mass flow dm ges drawn in can be calculated from the previously determined gas mass m tot in the combustion chamber and the current engine speed n of the internal combustion engine 1.
  • the fresh air mass flow dm Lm o t in the internal combustion engine 1 results as a function of the gas mass flow dm ges and the current exhaust gas recirculation rate ⁇ AG R as follows:
  • the sucked-in gas mass flow dm ge s or the sucked-in air mass flow dm Lm o t are preferably calculated in the unit kg / s. Of course, a conversion to kg / h is also possible.
  • the fresh air mass m Lmot in the combustion chamber of the internal combustion engine 1 can be determined as follows:
  • the exhaust gas mass m AGRm ot in the combustion chamber of the internal combustion engine can also be determined from the already known intake gas mass m tot :
  • the air ratio R L in the combustion chamber of the internal combustion engine 1 is determined from the fresh air mass m Lm o t and the injected fuel mass m kr as a further output variable from the engine filling model:
  • the engine charge model can be adapted to the actual behavior of the internal combustion engine, a comparison being made between a modeled boost pressure pi admod and a measured actual boost pressure p ) ad .
  • This comparison can be carried out in a further partial model, which can be referred to as a correction model.
  • the difference between these two quantities can feed an integrator whose output value gives the proportional correction factor KORR for the total filling of the internal combustion engine 1.
  • preferably defined conditions, such as stationary engine operation without exhaust gas recirculation, must exist.
  • control device 4 can contain a separate function block, which controls the adaptation release, ie the integrator, and for this purpose evaluates certain input variables, which, for example, determine the permitted adaptation range with regard to the injection quantity and speed or monitor the change over time of these variables.
  • this function block can be supplied with additional parameters, with the aid of which the maximum dynamic range of the fresh air mass flow and the boost pressure can be set, in which case an on and off behavior with hysteresis can preferably be implemented.
  • the output variable KORR of this function block of the control unit 4 corrects the slope of the filling line according to formula (1) and thus adapts the engine filling model to the actual behavior of the internal combustion engine 1.
  • the engine filling model 16 described above, which is implemented in the control unit 4, is shown schematically in FIG. 2 with regard to its input and output variables.
  • Exhaust gas recirculation line indicated in FIG. 1 leads, as has already been mentioned, exhaust gas from the exhaust tract back into the intake tract.
  • a further physically based model is therefore provided which calculates the exhaust gas recirculation mass flow through the exhaust gas recirculation line and the temperature of the recirculated exhaust gases upstream of the exhaust gas recirculation mixing point 10, so that this model is also referred to below as an exhaust gas recirculation mass flow model.
  • the exhaust gas recirculation mass flow dm EGR is determined with the aid of a model approach for a throttle point of the exhaust gas recirculation valve 13 present in the exhaust gas recirculation line (see FIG. 1) as a function of a flow characteristic DF, an effective cross-sectional area A EGR of the exhaust gas recirculation valve 13, the gas constant R and the exhaust gas counter pressure p AGR and the temperature T EGR upstream of the exhaust gas recirculation valve 13:
  • the root functions contained in formulas (8) and (9) can preferably be approximated by a quadratic polynomial, which is valid, for example, in the temperature range of 200-1200K of interest here.
  • the Exhaust gas recirculation mass flow in the exhaust gas recirculation mass flow model of control unit 4 is preferably delayed by a PT1 element.
  • T AGR T AG - RF ⁇ (T A G - T ⁇ ) for dm EGR > 0
  • the flow parameter DF required according to the formulas (8) and (9) is a function of the pressure ratio via the throttle point simulated by this exhaust gas recirculation mass flow model, ie above the exhaust gas recirculation valve. Since the flow parameter DF is also used in other models of the overall system, it is preferably also implemented as a separate method that can be called up by the other models.
  • the corresponding method evaluates the pressure in front of the corresponding throttle point and the pressure behind the corresponding throttle point and, depending on this, returns a specific value for the flow characteristic DF. It must be between a so-called supercritical flow case, in which the pressure ratio across the throttle point is less than a predetermined critical pressure ratio, and one subcritical case, in which the pressure ratio is greater than the critical pressure ratio, are distinguished.
  • the course of the flow parameter DF as a function of the pressure ratio between the pressure p vdr before the throttle point and the pressure p ndr after the throttle point is shown in FIG. 10. It can be seen from FIG. 10 that in the supercritical flow case, which according to FIG. 10 is separated from the subcritical flow case by a dashed line, the flow parameter DF can be equated to a certain maximum value. In the subcritical case, on the other hand, the flow characteristic DF is calculated according to an equivalent function, which corresponds to the curve shape for the subcritical case that continuously decreases as a function of the pressure ratio. A distinction is made in particular between the case of the forward flow and the case of the backward flow. The forward flow can be distinguished from the backward flow, for example by setting a corresponding bit in a corresponding variable.
  • the effective cross-sectional area A EGR of the exhaust gas recirculation valve is determined with the aid of a characteristic field corrected by a correction factor AKORR, with the control valve 4 optionally using the measured valve lift or the control pulse duty factor of this valve as the input variable of this characteristic field depending on the instantaneous value of a corresponding bit becomes.
  • Which of these input variables is used to determine the effective cross-sectional area of the exhaust gas recirculation valve depends on the type of actuator used. In the case of an electrical exhaust gas recirculation controller, the control pulse duty factor of the control device 4 is used as an input variable for the corresponding characteristic diagram, while in the case of an actuator with charge feedback, the measured valve lift is used as the input variable.
  • the effective cross-sectional area of the exhaust gas recirculation valve calculated in this way can be delayed by a PT1 element.
  • the previously mentioned correction factor AKORR can be used to correct the calculated valve cross-sectional area of the exhaust gas recirculation valve as a function of a comparison between the measured and the modeled boost pressure in the stationary operating phases of the internal combustion engine 1, similarly to the previously described engine filling model.
  • an integrator can be used for this purpose, which evaluates the difference between the measured and modeled boost pressure and as Output value provides the correction value AKORR for the calculated cross-sectional area of the exhaust gas recirculation valve.
  • FIG. 3 schematically shows the exhaust gas recirculation mass flow model 17 described above with its input and output variables.
  • the behavior of the exhaust gas tract before and after the turbine 2 shown in FIG. 1 can be simulated with the aid of a further model, which is also referred to below as a turbine model.
  • the turbine model determines the exhaust gas back pressure upstream of the turbine 2 as the most important output variable.
  • further output and intermediate variables are calculated, which will be discussed in more detail below.
  • the blade travel s of the turbine 2 is an important variable for determining the exhaust gas back pressure in front of the turbine 2.
  • the blade travel s can either be measured directly in combination with a corresponding analog / digital conversion or via the control duty cycle of the one shown in FIG Actuator 15 are determined.
  • the undelayed blade travel s can be determined via this control pulse duty cycle by accessing a corresponding characteristic curve which assigns each value of the control pulse duty factor to a corresponding value of the blade stroke s of the turbine 2.
  • the dynamics of the blade movement of the turbine 2 are preferably taken into account by a PT1 element in order to be able to emulate the time behavior of the blade path s as well as possible.
  • the exhaust gas temperature T AG in front of the turbine 2 is dependent on the injection quantity m kr and the engine speed n 0 (normalized engine speed) or n (non-normalized engine speed) via a differential temperature approach between the exhaust gas temperature in front of the turbine 2 and the intake manifold temperature, i.e. the temperature in the intake tract.
  • Differential temperature i.e. the temperature increase due to the combustion in front of the turbine
  • Differential temperature value ⁇ T1 ASA can depend on the start of delivery, ie
  • the differential temperature correction value ⁇ T2 ASA is determined with the aid of a further characteristic curve as a function of the start of delivery FB. Switching between the two alternatives mentioned above (compare formulas (12) and (13)) can take place depending on the position of a corresponding switch or bit.
  • the exhausted exhaust gas mass flow dm A s A of the internal combustion engine 1 is calculated from the gas mass flow dm ges drawn in by the internal combustion engine 1 or the corresponding combustion chamber and the injected fuel mass flow dm kr or a proportion dependent on the injected fuel mass m kr and the engine speed n:
  • the gas mass flow dm ⁇ through the turbine 2 can be determined from the exhaust gas mass flow dm A s A emitted by the internal combustion engine 1 and the exhaust gas recirculation mass flow dm EGR :
  • an exhaust gas turbocharger or compressor speed n v related to the compressor 7 can be determined with the aid of a map as a function of the fresh air mass flow dm through the compressor 7 and the pressure ratio above the compressor 7.
  • a loss factor VFAK1 or VFAK2 is used in order to take into account the pressure loss before and after the compressor 7, which in each case is formed by forming the quotient from the gas constant R and the square of a corresponding one
  • the fresh air mass flow dm v through the compressor 7 is defined as follows:
  • K denotes a constant and T o a reference or reference temperature of the compressor 7, which is used in the measurement of the compressor maps.
  • the exhaust gas turbocharger speed n AT is calculated from the exhaust gas turbocharger speed n v related to the compressor 7 as a function of the ambient or
  • Atmospheric temperature T A and the reference temperature T o of the compressor 7 as follows:
  • the root function contained in formulas (17) and (18) can be calculated using a quadratic polynomial as a function of T A / T 0 v.
  • the temperature T nT in the exhaust tract behind the turbine 2 is calculated using the turbine model. This takes place as a function of the temperature T vT of the turbine 2 by simulating the temperature drop above the turbine 2, the turbine efficiency ⁇ r also being taken into account as follows:
  • T nT T vT - (1 - ⁇ T ⁇ - ⁇ )
  • the temperature change ⁇ T T across the turbine 2 is determined with the aid of a corresponding characteristic curve as a function of the pressure ratio across the turbine 2, ie the ratio between the pressure p vT before the turbine and the pressure p nT after the turbine, while the efficiency ⁇ ⁇ of the turbine 2 is applied with the aid of a corresponding characteristic curve as a function of the blade travel s of the turbine 2.
  • the temperature T vT upstream of the turbine 2 corresponds to the previously determined value T AG , ie the exhaust gas temperature upstream of the turbine 2.
  • the pressure p vT upstream of the turbine 2 corresponds to the modeled exhaust gas back pressure p AG upstream of the turbine 2.
  • the exhaust gas back pressure p n ⁇ behind the turbine is calculated as a further variable, a pressure difference between the exhaust gas tract behind the turbine 2 and the atmospheric pressure p A being determined for this purpose.
  • This can also be done via a corresponding characteristic curve, the gas mass flow dm ⁇ through the turbine 2 being used as the input variable for this characteristic curve, which is corrected multiplicatively as follows by the root from the exhaust gas temperature T nT after the turbine 2:
  • the pressure difference ⁇ p n ⁇ between the exhaust tract behind the turbine 2 and the atmospheric pressure p A can be determined using a quadratic equation as a function of ⁇ p nT , the coefficients of this quadratic equation are applicable.
  • the exhaust gas back pressure pitate ⁇ after the turbine 2 (in bar) results for the case that there is no exhaust gas back pressure sensor in the exhaust tract after the turbine 2, as follows from the addition of the atmospheric pressure p A and the calculated pressure difference ⁇ p n ⁇ - '
  • the exhaust gas back pressure p vT before the turbine 2 can be determined from the exhaust gas back pressure p nT after the turbine 2 with the aid of a polynomial with 13 coefficients depending on the
  • Input variables turbine mass flow dm ⁇ , blade travel s and exhaust gas turbocharger speed n A ⁇ L are calculated, the three last-mentioned variables preferably using corresponding applicable parameters can be used standardized.
  • An exemplary and preferred calculation rule for determining the exhaust gas back pressure p vT upstream of the turbine 2 is given below, but in principle any combinations of the input variables are possible:
  • the coefficients b 0 - b 13 are preferably variable.
  • the exhaust gas back pressure p EGR upstream of the exhaust gas recirculation valve 13 shown in FIG. 1 is calculated as a further output variable. It results as follows depending on the exhaust gas back pressure in front of the turbine p vT , the exhaust gas recirculation mass flow dm EGR , the exhaust gas temperature in front of the turbine T vT and a constant PF:
  • the exhaust gas back pressure p v ⁇ upstream of the turbine and the exhaust gas temperature T vT upstream of the turbine are used, preferably with the aid of a PT1 element, delayed or filtered.
  • the parameter PF can be calculated from this as follows, where R denotes the gas constant: R
  • the turbine model 18 explained in detail above is shown schematically in FIG. 4 with regard to its input and output variables.
  • Another physically based model serves to simulate the storage behavior of the intake tract between the compressor 7 shown in FIG. 1 and the exhaust gas recirculation fresh air mixing point 10 also shown in FIG. 1.
  • This model is also referred to below as the fresh air mass flow model and consists of the simulation of a storage volume V L for the sucked-in fresh air and a subsequent throttle point with the effective cross-sectional area A dr , as shown in FIG. 5.
  • the output quantities of this fresh air mass flow model include, in particular, the fresh air mass flow dm L through the aforementioned throttling point in the intake manifold, ie into the engine intake, the stored fresh air mass m Ls in the storage volume between the compressor 7 and the exhaust gas recirculation fresh air mixing point 10 and the modeled boost pressure p ⁇ mc - d determined.
  • the difference ⁇ dm between the measured fresh air mass flow dm HF of the hot-film air mass sensor and the fresh air mass flow dm L flowing into the internal combustion engine 1 is determined.
  • the modeled boost pressure pia d mo d can be as follows from the fresh air mass m ad in the volume between the compressor 7 and the intake manifold or the engine intake and a measured charging temperature T
  • the charge air temperature T ⁇ a is preferably used PT1 -filtered.
  • the fresh air mass flow dm determined in this way can also be filtered with the aid of a corresponding PT1 element in order to emulate the inertia of the fresh air mass flow.
  • the time constants used in PT1 filtering, which simulate the inertia of the fresh air mass flow for a positive or negative change, should be as small as possible (e.g. ⁇ 20 ms).
  • the root in formula (27) can again be approximated by a third-order polynomial. As has already been described on the basis of the previously explained engine filling model, the flow parameter DF is again determined by a corresponding function call.
  • the effective cross-sectional area A dr of the throttle point is a function of the control pulse duty factor of the control device 4, which is likewise delayed by a PT1 element, in which case the time constants of the PT1 element should be selected such that they largely correspond to the time constants for opening and closing correspond to the throttle valve.
  • the fresh air mass mi ad results from the integration of the differential mass flow ⁇ dm between the inflowing, measured fresh air mass flow dm HFM and the outflowed, modeled fresh air mass flow dm L into the intake manifold:
  • ⁇ dm L dm Hm - dm L
  • T 0 denotes the time integration interval selected in each case.
  • the fresh air mass m ⁇ d obtained in this way between the compressor and the intake manifold of the internal combustion engine is preferably limited to a minimum value and a maximum value via the corresponding integrator output.
  • the integrator time constant can preferably be set variably with the aid of a corresponding parameter.
  • the fresh air mass m ⁇ d determined in this way forms - as has been described above - the basis for determining the modeled boost pressure Pia d mo d according to formula (26) by applying the ideal gas law.
  • the fresh air mass flow model 19 explained in detail above is shown schematically in FIG. 6 with regard to its input and output variables.
  • the behavior of the intake manifold ie the connection between the exhaust gas recirculation / fresh air mixing point and the engine intake valves, is simulated with the aid of another model, the intake manifold also being modeled by a container with a volume V sr .
  • This container is referred to below as the intake manifold, so that the corresponding model can be referred to as the intake manifold model.
  • a schematic representation of the intake tract intake pipe is shown building on the schematic representation of the intake tract shown in FIG. 5 in FIG.
  • the incoming exhaust gas recirculation mass flow dm EGR and the fresh air mass flow dm L mix to form a fresh air / exhaust gas mixture from which the internal combustion engine 1 draws its charge.
  • the exhaust gas recirculation mass and the fresh air mass in the intake manifold can be calculated from the mass flow balances for the fresh air and the recirculated exhaust gas mass by integration.
  • the fresh air mass m results from the integration of the difference between the incoming and outgoing fresh air mass flow into the intake manifold:
  • the calculation of the returned exhaust gas mass ITI A GR in the intake manifold is carried out analogously to the calculation of the fresh air mass.
  • the time constants of the integrators used for the calculation of the air mass and the recirculated exhaust gas mass in the intake manifold and their ranges of validity can preferably be changed via corresponding parameters.
  • the total gas mass m sr then results from the addition of the fresh air mass m and the exhaust gas mass m EGR in the intake manifold.
  • an initial value can be calculated in each case for the fresh air mass m L and the exhaust gas mass m EGR as a function of a predeterminable temperature and a predefinable pressure.
  • the exhaust gas recirculation rate ⁇ EGR is calculated from the mass fractions in the intake manifold as follows:
  • the intake pipe model 20 explained in detail above is shown schematically in FIG. 8 with regard to its input and output variables.
  • the intake manifold temperature T sr of the fresh air / exhaust gas mixture in the intake manifold is determined.
  • the intake manifold temperature T sr is determined as a function of the exhaust gas recirculation mass m EGR in the intake manifold and the temperature T EGR of the exhaust gas recirculation mass flow as well as the fresh air mass m L in the intake manifold and the (PT1-delayed) temperature T lad of the inflowing fresh air mass flow:
  • the temperature change ⁇ T sr depends on the wall temperature T w of the intake manifold and the temperature T sr of the fresh air / exhaust gas mixture in the intake manifold.
  • the heating or cooling effect due to the wall heat transfer also depends on the current engine operating point. This can be taken into account with the aid of a map in the calculation of the temperature change ⁇ T sr , in which a factor can be adapted as a function of the speed n and the fresh air mass flow dm Lm o t drawn into the combustion chamber of the internal combustion engine 1:
  • the wall temperature T w of the intake manifold can be calculated from the PT1 -filtered cooling water temperature T ⁇ and an applicable wall heat factor WF:
  • the output variable, ie the intake manifold temperature T sr , of the intake manifold temperature model is in turn preferably determined by a PT1 element with a time delay.
  • the previously explained intake manifold temperature model 21 is shown schematically in FIG. 9 with regard to its input and output variables.
  • a function for converting certain quantities and for providing certain constants and parameters can be provided, which the individual models can access.
  • sizes in SI units are mainly used in the overall model.
  • preprocessing or conversions of the sizes used in each case are required for the individual partial or sub-models, which can be performed by this function block.
  • Separate sections or methods can be provided for the processing of speed-synchronous variables and time-synchronous variables.
  • An example of such a conversion is the conversion of the input signals for position measuring systems. If displacement measuring systems are used for the exhaust gas recirculation valve and vane position, which require signal processing in the control unit 4, additional characteristic curves must be provided, which allow the voltage signals to be converted into the corresponding path.
  • the blade adjustment system has a hysteresis behavior which is reduced by the loose between the guide pins of the respective control linkage and the guide blades on the adjustment ring of the turbine 2. This can result in dead paths when the direction is reversed Result in control linkage in which there is no blade adjustment.
  • the blade path determined by a path system is preferably shifted on one side depending on the direction, the dead path being able to be set by application using a corresponding parameter.
  • Another centrally provided method or a further centrally provided function block can be provided to implement the PT1 filtering of various sizes which has already been explained above.
  • this method is implemented in such a way that it is called with two time constants, which are switched depending on the input signal direction (ascending or descending).
  • this method is also preferably called up with a parameter which describes the respective time grid. The return value of this method or function block is then the PT1 filtered input signal.
  • V L storage volume of the fresh air mass flow A dr cross-sectional area of a throttle point m Ls stored fresh air mass in the storage volume

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  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)
  • Testing Of Engines (AREA)

Abstract

La présente invention concerne un système de gestion de moteur dans lequel des modèles à base physique sont utilisés pour déterminer la composition et la masse du mélange d'air frais/gaz d'échappement aspiré par un moteur à combustion interne (1). Ces modèles émulent, respectivement par rapport à des paramètres d'état définis, le comportement du moteur à combustion interne (1) ou du système de moteur correspondant. Les modèles à base physique individuels (16-21) sont étroitement couplés les uns aux autres de manière partielle et servent par exemple à émuler le remplissage de la chambre de combustion du moteur à combustion interne (1) avec le mélange d'air frais/gaz d'échappement aspiré, à émuler le flux de la masse de recyclage de gaz d'échappement qui s'écoule par la conduite de recyclage des gaz d'échappement, à émuler le comportement de la conduite d'échappement du moteur à combustion interne (1) avant et après une turbine (2), à émuler le comportement de stockage de la conduite d'aspiration du moteur à combustion interne et à émuler le comportement du tube d'aspiration ou du coude d'admission par lequel le mélange d'air frais/gaz d'échappement est transféré d'un point de mélange correspondant (10), auquel l'air frais aspiré est mélangé au gaz d'échappement remis en circulation par la conduite de recyclage des gaz d'échappement, au moteur à combustion interne (1). On peut ainsi détecter une pluralité de paramètres d'état supplémentaires sans capteurs supplémentaires.
EP02790353A 2001-11-28 2002-11-11 Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin Ceased EP1507967A2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP06013404A EP1701022A3 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement
EP06013405A EP1701025B1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement
EP06013406A EP1715163A1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappemment

Applications Claiming Priority (11)

Application Number Priority Date Filing Date Title
DE10158249A DE10158249B4 (de) 2001-11-28 2001-11-28 Verfahren zur Bestimmung des Abgasrückführmassenstroms eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158247A DE10158247A1 (de) 2001-11-28 2001-11-28 Verfahren zur Steuerung eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158250 2001-11-28
DE10158261A DE10158261A1 (de) 2001-11-28 2001-11-28 Verfahren zur Steuerung eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158262 2001-11-28
DE10158247 2001-11-28
DE10158249 2001-11-28
DE10158261 2001-11-28
DE10158250A DE10158250A1 (de) 2001-11-28 2001-11-28 Verfahren zur Bestimmung des Frischluftmassenstroms eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10158262A DE10158262A1 (de) 2001-11-28 2001-11-28 Verfahren zur Bestimmung der Zusammensetzung des Gasgemisches in einem Brennraum eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
PCT/EP2002/012580 WO2003046356A2 (fr) 2001-11-28 2002-11-11 Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin

Related Child Applications (3)

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EP06013405A Division EP1701025B1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement
EP06013404A Division EP1701022A3 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement
EP06013406A Division EP1715163A1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappemment

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EP1507967A2 true EP1507967A2 (fr) 2005-02-23

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EP02790353A Ceased EP1507967A2 (fr) 2001-11-28 2002-11-11 Procede pour determiner la composition d'un melange gazeux dans une chambre de combustion d'un moteur a combustion interne comprenant une conduite de recyclage des gaz d'echappement et systeme de commande de moteur a combustion interne concu a cette fin
EP06013406A Ceased EP1715163A1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappemment
EP06013405A Expired - Lifetime EP1701025B1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement
EP06013404A Ceased EP1701022A3 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement

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EP06013406A Ceased EP1715163A1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappemment
EP06013405A Expired - Lifetime EP1701025B1 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement
EP06013404A Ceased EP1701022A3 (fr) 2001-11-28 2002-11-11 Procédé pour déterminer la composition d'un mélange gazeux dans une chambre de combustion d'un moteur à combustion interne comprenant une conduite de recyclage des gaz d'échappement

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US (1) US7174713B2 (fr)
EP (4) EP1507967A2 (fr)
WO (1) WO2003046356A2 (fr)

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EP1715163A1 (fr) 2006-10-25
EP1701025A3 (fr) 2006-10-18
EP1715163A8 (fr) 2006-12-13
EP1701025A2 (fr) 2006-09-13
WO2003046356A2 (fr) 2003-06-05
EP1701022A2 (fr) 2006-09-13
EP1701022A3 (fr) 2006-10-18
EP1701025B1 (fr) 2011-10-19
WO2003046356A3 (fr) 2004-12-23
US7174713B2 (en) 2007-02-13

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