EP3244046B1 - Procédé de commande d'un moteur à combustion interne, appareil de commande et moteur à combustion interne - Google Patents

Procédé de commande d'un moteur à combustion interne, appareil de commande et moteur à combustion interne Download PDF

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Publication number
EP3244046B1
EP3244046B1 EP17166140.8A EP17166140A EP3244046B1 EP 3244046 B1 EP3244046 B1 EP 3244046B1 EP 17166140 A EP17166140 A EP 17166140A EP 3244046 B1 EP3244046 B1 EP 3244046B1
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Prior art keywords
emissions
emission
nox
control method
combustion engine
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German (de)
English (en)
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EP3244046A1 (fr
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Benjamin Segtrop
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Volkswagen AG
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Volkswagen AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • 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
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • 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
    • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • 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]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions

Definitions

  • the present invention relates to a control method for an internal combustion engine for determining at least one reference variable for an internal combustion engine.
  • Control processes complement constructive measures such as the design of the combustion chamber and influence the mixture formation in injection systems and through injection processes.
  • CO carbon monoxide
  • HC hydrocarbons
  • NOx nitrogen oxides
  • Information about an operating state of the engine e.g. speed, torque, desired torque, temperature, DPF (diesel particle filter) load
  • reference variables are determined which influence consumption and emissions during operation.
  • additional engine maps are often used in a control unit executing the control method, in which, for example, a target exhaust gas recirculation rate or a target boost pressure depending on the above-mentioned operating state are stored.
  • Suitable reference variables are, for example, exhaust gas recirculation rate, exhaust gas recirculation distribution, filling, injection timing, ignition timing. Manipulated variables are then derived from these reference variables (for example throttle valve position, position of a VTG (variable turbine geometry)).
  • internal combustion engine encompasses the complete internal combustion engine system with all its units, auxiliary units and control elements.
  • This strategy can be used to ensure that the upper emission limits are not exceeded in specified speed profiles through an optimized assignment of certain reference variables be crossed, be exceeded, be passed.
  • An example of such speed profiles are standardized driving cycles, for example the NEDC (New European Driving Cycle), which are used to determine the exhaust gas and / or consumption values.
  • NEDC New European Driving Cycle
  • global optimization approaches are known, as they are in Heikosequence: Emission Modeling and Model-Based Optimization of the Engine Control, D17 Darmphiler Dissertations 2012 are specified.
  • any number of different speed profiles and operating states occur that are not known before and during the journey. Since the individual operating states already have different emission values regardless of the engine control, the consumption and emission values (l / 100km or mg / km) can vary considerably upwards or downwards in these various different driving profiles. A global optimization of, for example, fuel consumption or CO 2 emissions when emission limits are not exceeded is therefore no longer given by the known control methods.
  • Control processes should therefore also optimize the reference variables in real driving operation - for example exhaust gas recirculation rate (EGR rate), EGR split (high pressure / low pressure), filling, rail pressure etc. - but also the use of exhaust gas aftertreatment systems such as diesel particle filters and SCR (selective catalytic reduction) ) in terms of fuel and AdBlue consumption and emissions.
  • EGR rate exhaust gas recirculation rate
  • EGR split high pressure / low pressure
  • filling rail pressure etc.
  • rail pressure etc. but also the use of exhaust gas aftertreatment systems such as diesel particle filters and SCR (selective catalytic reduction) ) in terms of fuel and AdBlue consumption and emissions.
  • One possible approach would be to determine a reference variable (e.g. EGR rate, EGR distribution, filling) that is output to the internal combustion engine, taking into account information about the operating status, upper emission limits and a cumulative actual emission variable.
  • a reference variable e.g. EGR rate, EGR distribution, filling
  • the operating status information could include, for example, the speed, the current torque, the desired torque, temperatures, the DPF loading and other variables.
  • the cumulative actual emissions include the sum of all emissions emitted by the internal combustion engine in a specific operating period.
  • At least one operating state of the internal combustion engine could then be set via the reference variable (s) in such a way that several actual emission variables would be influenced in such a way that the cumulative actual emission variables in a certain operating period with a compilation of any different operating states set in random order Internal combustion engine's upper emission limits for this operating period would not be exceeded (mg / km) and a target function would be reduced as much as possible.
  • a variable to be minimized or optimized is referred to as a target function (e.g. fuel consumption or the related CO 2 emissions, regeneration intervals of various exhaust gas aftertreatment systems such as soot particle filters, AdBlue consumption, NOx emissions, etc., or a combination of such variables).
  • a target function e.g. fuel consumption or the related CO 2 emissions, regeneration intervals of various exhaust gas aftertreatment systems such as soot particle filters, AdBlue consumption, NOx emissions, etc., or a combination of such variables.
  • any operating states is intended to encompass all technically meaningful operating states that can occur in proper normal operation of an internal combustion engine.
  • Such a control concept would have the advantage that, for example, a non-critical actual emission variable would be increased by changing the reference variable to such an extent that a critical actual emission variable would be reduced to such an extent that it would be ensured that the emission limit level (emission limit value) of an emission variable for the critical Emission size would not be exceeded in a certain operating period.
  • One or more reference variable could be selected from Pareto-optimal alternatives - for example, injection quantity, actual emissions and / or AdBlue dosage - using an indifference curve. This is done according to a heuristic that takes into account the distances between the cumulative actual emissions and their limit level. In this method, the reference variable is therefore determined or adapted dynamically and depending on the situation.
  • the object is therefore to provide a control method for an internal combustion engine in a vehicle, in which a current reference variable is determined in a simple and efficient manner, in which expected future driving conditions can also be taken into account.
  • the invention is characterized in that a target function is minimized by taking into account a difference between an upper emission limit and a cumulative actual emission variable when determining the reference variable.
  • a target function e.g. an emission variable such as CO 2 emissions, NOx emissions and / or soot or particle emissions
  • a target function is minimized by selecting the reference variable from Pareto-optimal alternatives using an indifference curve determined from the difference. In order to determine this difference, prediction information is also taken into account.
  • the method determines the desired reference variables such as the exhaust gas recirculation rate (EGR rate), boost pressure / filling, AdBlue metering or even the Torque or power distribution in hybrid vehicles between electric and internal combustion engines depending on previous emissions (historical observation) and predicted emissions (prediction information), which are included in the differential observation.
  • EGR rate exhaust gas recirculation rate
  • boost pressure / filling boost pressure / filling
  • AdBlue metering even the Torque or power distribution in hybrid vehicles between electric and internal combustion engines depending on previous emissions (historical observation) and predicted emissions (prediction information), which are included in the differential observation.
  • prediction information predicted emissions
  • Predicted emissions for expected operating conditions are determined, estimated or derived from stored data.
  • route preview information for a planned route can be used, for example, which provides information on the altitude profile, speed limits, traffic and traffic light information, as well as information on ambient temperatures or air pressure conditions.
  • the prediction information includes information on a route (e.g. the length of the route), which is then multiplied by a route-related emission limit value.
  • the operating state prognosis information comprises at least one item of information from the following group: route quality, route length and environmental conditions.
  • Essential operating status information (torque, speed) and the power requirement of an internal combustion engine can be determined via the route quality (e.g. inclines), the route length and environmental conditions (e.g. the height above sea level).
  • the prediction information also alternatively or additionally includes an emissions prediction variable. This makes it possible to consider both the permissible emission limit value - including a predicted component - and the actual and expected emissions when considering the difference. It is thus possible to analyze the critical difference between this limit value and the expected emissions in a past and future-oriented manner and to use it to determine the indifference curve.
  • the operating status information includes at least one speed (n) and one setpoint torque (M).
  • the actual emission quantities comprise at least two of the following quantities.
  • the variables include NOx emissions, HC emissions, CO emissions, CO 2 emissions, combined HC and NOx emissions, number of soot particles, soot particle mass, load status of a diesel particulate filter and / or a NOx storage catalytic converter.
  • the reference variable comprises at least one of the following variables which affect the emission behavior, namely EGR rate, EGR split, filling, ignition point.
  • the manipulated variables derived therefrom include one of the following variables, via which the desired reference variable can be brought about in modern engines, namely throttle valve position; Setting of the variable turbine geometry, injection timing, camshaft adjustment.
  • two actual emission variables are considered, in particular nitrogen oxide emissions and soot emissions, which are related in competition with diesel engines.
  • an internal combustion engine With the help of an internal combustion engine with a control device according to the invention, improved consumption values and emission values can be achieved.
  • Such an internal combustion engine is particularly suitable for vehicles.
  • FIG. 1 an engine diagram is shown, which is regulated or controlled via a control device 1 according to the invention.
  • An internal combustion engine designed as a reciprocating piston engine 2 diesel or Otto engine
  • the supply air passes through an air filter 6 and an exhaust gas turbocharger 7 with adjustable turbine geometry through an intercooler 8 via an inlet valve 3 into the cylinder 9, where fuel is optionally supplied via an injection system.
  • the resulting exhaust gas is discharged through an outlet valve 3 via the exhaust system.
  • the compressed exhaust gas passes through the exhaust gas turbocharger 7, drives it and thus compresses the charge air. It then passes a nitrogen storage catalytic converter 10 and a diesel particulate filter 11 and finally passes through an exhaust flap 12 into the exhaust 13.
  • valves 3 are driven via an adjustable camshaft 14.
  • the adjustment takes place via a camshaft adjusting device 15 which can be controlled by the control unit 1.
  • a portion of the exhaust gas can be introduced into the charge air line 4 via a high pressure exhaust gas recirculation valve 16.
  • An exhaust-gas-treated partial flow can be conducted in the low-pressure area after the exhaust-gas turbocharger 7 via a corresponding exhaust-gas cooling 17 and an exhaust-gas recirculation low-pressure valve 18 into the charge air line 4.
  • the turbine geometry of the exhaust gas turbocharger 7 can be adjusted via an adjusting device 19.
  • the charge air supply (“gas”) is regulated via the main throttle valve 20.
  • the control unit 1 can be used to control the low-pressure exhaust gas recirculation valve 18, the actuating device 19, the main throttle valve 20, the high-pressure exhaust gas recirculation valve 16, the camshaft adjusting device 15 and the exhaust gas flap 12 (solid lines).
  • control device 1 is supplied with temperature information (intercooler 8, exhaust gas cooling 17) and with actual emission values (e.g. from a sensor or physical / empirical model) via sensors and setpoint generators.
  • Additional operating status information can also come, such as: accelerator pedal position, throttle position, air mass, battery voltage, engine temperature, crankshaft speed and top dead center, gear stage, vehicle speed.
  • Figure 2 shows a schematically illustrated vehicle 200 in which the reciprocating piston engine 2 is arranged with the exhaust gas train 5 and which is connected to a drive train 25 via a coupling 24.
  • the vehicle is provided with an electric drive 23, which is coupled to the reciprocating piston engine 2 or the transmission 2a and the drive train 25 via the clutch 24.
  • the electric drive 23 is designed, for example, as a permanent magnet synchronous machine, which is supplied with energy via an electrical energy store 21 (and a converter 22).
  • the control device 1 is also coupled to the electric drive units (21, 22, 23) via corresponding signal lines (not shown).
  • the following exemplary embodiments relate to the control and regulation of emission values as a function of predetermined upper emission limits and cumulative actual values.
  • the control unit 1 determines one or more effective reference variables x (t) required to influence the emissions.
  • the input variables are the driver's request FW, which is derived, for example, from the position of an accelerator pedal and / or a brake pedal, and other operating conditions SB of vehicle 200 or engine 2. Furthermore, emission limit values EM G are taken into account, which are not exceeded during operation and, finally, prediction information PI is used to take future operating states into account.
  • Typical prediction information PI is, for example, an emission forecast EM P or operating state forecast information which, for a vehicle, for example, includes information about the route length s (t), the route quality and expected environmental conditions during operation.
  • reference variables x (t) e.g. EGR rate, EGR distribution, filling, ignition point
  • manipulated variables are determined that are used in internal combustion engine 2 or its components (e.g. position of main throttle valve 20, camshaft setting, setting of the turbine geometry of exhaust gas turbocharger 7 , Adjustment of the exhaust flap 12, etc.) affect the emissions (for example NOx, HC, CO, soot) of the internal combustion engine.
  • emissions for example NOx, HC, CO, soot
  • EM DS for example mass per time [mg / s]
  • Cumulative actual values EM K of the emissions are derived from these emissions (integration of the emission rates over time).
  • Fig. 4 shows an example of the relationship between NOx emissions and soot emissions as a function of the exhaust gas recirculation rate (EGR), which here forms a reference variable x (t).
  • EGR exhaust gas recirculation rate
  • t reference variable x
  • Fig. 5 shows a diagram with target variable combinations of specific soot emissions, which are plotted against specific NOx emissions. If, for example, there is the task of minimizing / lowering the soot emissions in an (arbitrary) operating state, while maintaining a (cumulative) NOx limit value, the emission history (cumulative actual values Em G ) for previous (possibly any, in different operating states set in a random order) are taken into account.
  • Pareto-optimal target variable combinations in which the soot emissions can only be further reduced if the NOx emission is increased, are indicated by the points x.
  • All Pareto-optimal target variable combinations form the so-called Pareto front, which connects the points x with one another.
  • points to the left below the Pareto front hatchched area
  • all the target variable combinations provided to the right above are not Pareto-optimal, since there are combinations (points x) that affect both soot and NOx emissions can be implemented more cheaply on the Pareto front.
  • a NOx limit value NOx-G (dashed line) is specified in the right-hand column as the upper emission limit EM G and the column shown below shows the cumulative actual value Em K of the previous cumulative NOx emissions NOx-K 1 in the hatched area. Since the cumulative NOx emissions NOx-K 1 are already relatively close to the NOx limit value NOx-G, a relatively high exchange ratio between the target variables soot emissions and NOx emissions is selected here (increased soot emissions, in favor of low NOx) around the NOx -NOx-G limit value not To exceed.
  • This exchange rate desired here is indicated by the indifference curve I, which is shown here with a relatively steep slope, and is then shifted to the closest target combination in which a certain soot emission and a certain NOx emission can be achieved for this operating point.
  • This combination of target variables is then made with the help of the diagram Fig. 4 known information is assigned to an EGR as a suitable Pareto-optimized reference variable x (t).
  • Fig. 7 shows an example in which the cumulative NOx emissions (NOx-K 2 ) are further below the NOx limit value NOx-G.
  • the exchange ratio of the indifference curve I is smaller (the straight line slopes down more gently). In this case, higher NOx emissions can be accepted without the risk of the NOx limit value NOx-G being exceeded. This means that soot emissions can be kept lower.
  • the flatter straight line is shifted to the next combination of target variables at which a specific NOx emission and a corresponding soot emission with an associated reference variable x (t) (here the corresponding EGR from Fig. 3 ) is feasible.
  • Fig. 8 shows an example in which the cumulative NOx emissions (NOx-K 3 ) have exceeded the NOx limit value NOx-G.
  • the exchange ratio of the straight line I is virtually infinite.
  • the reference variable x (t) is selected for minimum NOx emissions.
  • Fig. 9 shows analogously to Fig. 5 an example in which CO 2 is to be minimized depending on the cumulative NOx emissions.
  • Fig. 10 shows analogously to Fig. 5 an example in which the indifference curve is not linear.
  • FIGS 11 to 12C show an example of the combined emission observation on the basis of CO 2 emissions and the NOx emissions determining the Indifferenzkurven I ( Figures 12A-C ), which are applied to different Pareto fronts f in order to determine optimized operating points with regard to CO 2 emissions ⁇ CO2 and NOx emissions ⁇ NOx and to derive the corresponding reference variable (s) from this in a known manner.
  • variable ⁇ which is determined as a function of a difference ⁇ and corresponds to the slope of the indifference curves I.
  • ⁇ ( ⁇ ) denotes the angle at which the indifference curve I intersects the ⁇ NOx axis (abscissa).
  • ⁇ results according to Figure 11 from the difference of a time (or distance) dependent limit value curve EM G over time t (dashed function).
  • the actual limit value EM G is specified, for example, in mg / km, i.e. a unit of mass per route, and thus increases with increasing time or distance covered s.
  • the course of the cumulative emission values EM K e.g. a NOx amount m NOx is recorded (solid Line) and the difference ⁇ is formed from the two (dotted line).
  • ⁇ t Max 0 , EM NOx G ⁇ s t + s ⁇ t - m NOx t - m ⁇ NOx t
  • the time-dependent or distance-dependent ⁇ results from the upper emission limit EM G , for NOx, which is multiplied by a distance value s, which results from a previous, i.e. already traveled distance s (t) and a predicted distance s ⁇ (t).
  • a distance value s which results from a previous, i.e. already traveled distance s (t) and a predicted distance s ⁇ (t).
  • the actual, cumulative emission EM K (here m NOx (t)) and a future, predicted emission EM P (here m ⁇ NOx (t)) are then subtracted from this distance-dependent or time-dependent limit value.
  • the curves show in a retrospective view (arrow V to the left) the previous profiles of the components EM G s (t) and m NOx (t), with a forward-looking view (arrow Z to the right) also showing the Prediction components EM G s ⁇ (t) and m ⁇ NOx (t) taken into account.
  • a characteristic curve shown in FIG Figure 12 is shown, derived a ⁇ value which corresponds to the slope of an indifference curve I, which leads to the determination of a Pareto-optimized operating point and thus to the desired reference variable.
  • Pareto fronts f 1 , f 2 for different operating states (u f1 and u f2 ) are in the Figures 12A to 12C shown.
  • the function is strictly monotonically decreasing, so that with increasing ⁇ , ⁇ continuously decreases, as is shown by way of example in the function in FIG.
  • the desired reference variable (x (t) for a certain emission combination u f1 or u f2 is determined by applying the indifference curve I, the slope of which corresponds to the ⁇ value, which is derived from the characteristic curve in Figure 12 results.
  • This target variable combination u f1 or u f2 (emission combination) determined in this way is then assigned an EGR as a suitable Pareto-optimized reference variable x (t), for example with the aid of known information (analogous to the diagram Fig. 4 ).
  • Figure 4 shows the relationship between NOx and soot emissions in connection with the EGR rate.
  • the relationships between reference variable x (t) and emission combinations from two or more emission variables can be taken from other diagrams or from multi-dimensional maps (with Pareto surfaces).
  • Figure 12A shows a ⁇ 1 , Figure 12B a ⁇ 2 and Figure 12C a ⁇ 3 .
  • the different ⁇ values result from the corresponding ⁇ values with the aid of the characteristic curve in Figure 12 .
  • the slope of the indifference curve must increase (the indifference curve I becomes steeper), since operating points are to be preferred where the distance to the emission limit value for NOx emissions is shorter those operating points are preferred at which the NOx emissions are reduced.
  • the CO 2 emissions are increased at these operating points ( Figure 12B ).
  • the emission values can be improved during operation and depending on changing boundary conditions.
  • the method can also be extended to multi-dimensional problems. For example, it is possible to determine Pareto-optimized reference variables x (t) for multiple combinations (e.g. for CO 2 emissions, soot emissions and NOx emissions).
  • other reference variables x (t) can also be determined in a Pareto-optimized manner for regulation (eg EGR distribution, filling, ignition point or rail pressure).
  • control unit 2 reciprocating engine 2a transmission 3 valves 4 charge air line 5 exhaust system 6 air filters 7 exhaust gas turbochargers 8 intercoolers 9 cylinders 10 NOx storage catalytic converter 11 diesel particulate filter 12 exhaust flap 13 exhaust 14 camshaft 15 camshaft adjusting device 16 EGR high pressure valve 17 exhaust gas cooling 18 EGR low pressure valve 19 control device 20 main throttle 21 el. Energy storage 22 inverters 23 el.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (15)

  1. Procédé de commande d'un moteur à combustion interne (2) dans un véhicule, comprenant :
    détermination d'une variable de référence (x(t)) en tenant compte
    - d'une information d'état de fonctionnement (FW, SB) et
    - d'une différence (δ) entre une limite supérieure d'émission (EMG) et une variable d'émission réelle cumulée (EMK),
    influence d'un état de fonctionnement du moteur à combustion interne (2) au moyen de la variable de référence (x(t)), de sorte qu'au moins deux variables d'émission réelles soient réglées de sorte que les variables d'émission réelle cumulées correspondantes ne dépassent pas, dans une période de fonctionnement avec un ensemble d'états de fonctionnement différents, arbitraires, réglés en ordre aléatoire du moteur à combustion interne (2), des limites supérieures d'émission (EMG) pour cette période de fonctionnement, dans lequel une fonction cible est réduite au minimum, en ce que la variable de référence (x(t)) est sélectionnée au moyen d'une courbe d'indifférence (I) déterminée à partir de la différence (δ) parmi des alternatives Pareto-optimales et une information de prédiction (PI) est prise en compte pour la détermination de la différence (δ).
  2. Procédé de commande selon la revendication 1, dans lequel l'information de prédiction (PI) comprend une information de pronostic d'état de fonctionnement (s(t)).
  3. Procédé de commande selon la revendication 1 ou 2, dans lequel l'information de pronostic d'état de fonctionnement (s(t)) comprend au moins une information issue du groupe suivant : qualité d'itinéraire, longueur d'itinéraire, conditions environnementales.
  4. Procédé de commande selon la revendication 1 ou 2, dans lequel l'information de prédiction (PI) comprend une variable de pronostic d'émission (EMP).
  5. Procédé de commande selon la revendication 1, 2, 3 ou 4, dans lequel la courbe d'indifférence (I) est une droite, dont l'inclinaison (β(δ)) peut être déterminée au moyen d'une fonction de différence (δ(t)).
  6. Procédé de commande selon l'une quelconque des revendications précédentes, dans lequel la fonction cible comprend une variable d'émission réelle (EmDS), une consommation de carburant et/ou une émission de CO2.
  7. Procédé de commande selon l'une quelconque des revendications précédentes, dans lequel l'information d'état de fonctionnement (SB, FW) comprend une vitesse de rotation (n(t)) et un couple théorique (MSoll(t)).
  8. Procédé de commande selon l'une quelconque des revendications précédentes, dans lequel la période de fonctionnement et les états de fonctionnement différents d'un trajet sont connus.
  9. Procédé de commande selon l'une quelconque des revendications précédentes, dans lequel les variables d'émission réelle (EMDS) comprennent au moins deux des variables suivantes : production de NOx, production de HC, production de CO, production de CO2, production de HC et NOx combinée, quantité de particules de suie, masse de particules de suie, consommation d'AdBlue.
  10. Procédé de commande selon l'une quelconque des revendications précédentes, dans lequel la variable de référence (x(t)) comprend au moins deux des variables suivantes : débit EGR, répartition EGR, remplissage, pression de suralimentation, calage d'injection, moment d'allumage, pression de rail.
  11. Procédé de commande selon l'une quelconque des revendications précédentes, dans lequel au moins deux variables d'émission réelle (EmDS), en particulier la production de CO2 et la production de NOx et/ou la production de NOx et la production de suie, sont prises en compte.
  12. Procédé de commande selon l'une quelconque des revendications précédentes, dans lequel au moins trois variables d'émission réelle (EmDS) issues du groupe suivant sont prises en compte : production de CO2, production de NOx et production de suie.
  13. Appareil de commande (1) comprenant des moyens pour la réalisation du procédé selon l'une quelconque des revendications 1 à 12.
  14. Moteur à combustion interne (2) comprenant un appareil de commande (1) selon la revendication 13.
  15. Véhicule comprenant un moteur à combustion interne (2) selon la revendication 14.
EP17166140.8A 2016-05-12 2017-04-12 Procédé de commande d'un moteur à combustion interne, appareil de commande et moteur à combustion interne Active EP3244046B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016208236.1A DE102016208236A1 (de) 2016-05-12 2016-05-12 Steuerungsverfahren für einen Verbrennungsmotor, Steuergerät und Verbrennungsmotor

Publications (2)

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EP3244046A1 EP3244046A1 (fr) 2017-11-15
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