CN109707521B - Method for determining cylinder air charge of internal combustion engine with variable valve stroke device - Google Patents
Method for determining cylinder air charge of internal combustion engine with variable valve stroke device Download PDFInfo
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- CN109707521B CN109707521B CN201811251499.8A CN201811251499A CN109707521B CN 109707521 B CN109707521 B CN 109707521B CN 201811251499 A CN201811251499 A CN 201811251499A CN 109707521 B CN109707521 B CN 109707521B
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 41
- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000005259 measurement Methods 0.000 claims description 15
- 238000012360 testing method Methods 0.000 claims description 15
- 238000004590 computer program Methods 0.000 claims description 5
- 238000003860 storage Methods 0.000 claims description 3
- 239000007789 gas Substances 0.000 description 19
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 5
- 238000004364 calculation method Methods 0.000 description 5
- 239000001301 oxygen Substances 0.000 description 5
- 229910052760 oxygen Inorganic materials 0.000 description 5
- 238000000528 statistical test Methods 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 230000000903 blocking effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012821 model calculation Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
Images
Classifications
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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
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
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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
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
-
- 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
- F02D2041/1436—Hybrid model
-
- 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
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- 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
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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)
Abstract
Method for determining a cylinder charge of an internal combustion engine (10) having a variable valve travel device, wherein a first cylinder charge value is determined by means of a first cylinder charge model and a second cylinder charge value is determined by means of a second cylinder charge model, wherein a corrected cylinder charge value is determined from the first and second cylinder charge values by means of weighting factors, and a control of the cylinder charge of the internal combustion engine (10) is carried out as a function of the corrected cylinder charge value.
Description
Technical Field
The invention relates to a method for determining the cylinder charge of an internal combustion engine having a variable valve travel device. Furthermore, the invention relates to a computer program which is provided to carry out one of the methods.
The demands placed on modern internal combustion engines with regard to reducing fuel consumption and the emission of harmful emissions are becoming higher and higher. Electrical control of an internal combustion engine. In particular, the control of the fuel to be injected, the control of the ignition angle to be set and/or the control of the air charge to be metered must be determined more and more accurately in order to meet these requirements. The most important variable for controlling the internal combustion engine is the air charge variable. This is usually determined by means of a hot-film air quantity sensor (HFM) provided specifically for this purpose.
Background
DE 102013213310 a1 discloses a method for adapting a cylinder intake model for an internal combustion engine of a vehicle having a variable valve travel, wherein the method comprises (a) measuring a first pressure in the intake manifold upstream of a throttle valve; (b) measuring a second pressure after the throttle; (c) calculating an intake air mass flow by means of a difference between the second pressure and the first pressure and an opening model of a throttle valve; (d) the cylinder intake model is adapted, with the aid of the calculated mass air flow.
Disclosure of Invention
The invention relates to a method and a device for controlling an at least partially electrically operable supercharger for a motor vehicle having an internal combustion engine, and a computer program on a storage medium for carrying out the method.
In a first aspect, the invention relates to a method for determining a cylinder charge of an internal combustion engine having a variable valve travel device, wherein a first cylinder charge value is determined by means of a first cylinder charge model and a second cylinder charge value is determined by means of a second cylinder charge model, wherein a corrected cylinder charge value is determined from the first and second cylinder charge values by means of a weighting factor, and a control of the cylinder charge of the internal combustion engine is carried out as a function of the corrected cylinder charge value.
Since the two models determine values for the cylinder charge overshoot in the region that are inaccurate for them, it is particularly advantageous that the corrected cylinder charge value can be determined by means of a weighting factor. Furthermore, sensors, such as hot film air mass sensors (HFM) or pressure based air mass flow sensors (PFM), can therefore be dispensed with, enabling cost savings. The determination of the air charge of the cylinder exhibits good accuracy by means of the first and second cylinder intake models.
Advantageously, the weighting factor is determined as a function of a model difference deviation of the first cylinder air intake model value from the second cylinder air intake model value and a relative deviation of the first cylinder air intake value from a bench measurement and a relative deviation of the second cylinder air intake value from the bench measurement. The weight coefficients can thus be determined in a simple manner from the deviation of the first and second models.
The first cylinder intake model is determined based on a cylinder volume at an intake end timing. This calculation can be resource-saving and easily calculated in the controller.
The second cylinder air intake model is determined based on a mass air flow through the intake valve. This calculation can be resource-saving and easily calculated in the controller.
Advantageously, the control of the cylinder charge of the internal combustion engine is carried out by means of a regulation of the target valve travel for the variable valve travel device, since a good operating capacity of the internal combustion engine can thus be achieved (Lauff ä highkeit). Further, harmful emissions upon combustion can be reduced by accurately adjusting the cylinder intake. A good operating capability of the internal combustion engine can thus be produced on the basis of the optimized mixture preparation, since the air filling of the cylinder can be calculated more accurately.
It is particularly advantageous to control the internal combustion engine by means of a corrected cylinder charge value, preferably by adjusting a variable valve stroke or by opening a throttle valve.
In a further aspect, the invention relates to a device, in particular a control unit and a computer program, which are provided, in particular programmed, for carrying out one of the methods. In another aspect, the invention relates to a machine-readable storage medium on which the computer program is stored.
Drawings
The invention is further described below with reference to the drawings and by means of embodiments. Shown here are:
fig. 1 is a schematic view of a motor vehicle 1, which has an internal combustion engine,
figure 2 shows the relative deviation of a conventional model from bench measurements,
figure 3 shows the "blockage" -the relative deviation of the model from the bench measurements,
fig. 4 shows an exemplary progression of the method by means of a flow chart in the first embodiment.
Detailed Description
Fig. 1 shows an internal combustion engine 10 in an exemplary illustration, having a fresh air line 60, through which the internal combustion engine 10 is supplied with air 50, and having an exhaust gas line 70, through which exhaust gases 51 in the flow direction are discharged from the internal combustion engine 10. The views are limited to the subsequent illustration of the relevant components.
In the fresh air duct 60, the following are arranged, as seen in the flow direction of the air 50: an air filter 1, a fresh air quantity sensor 2, preferably a hot-film air quantity sensor (HFM), a compressor 4 of an exhaust gas turbocharger 9, a charge air cooler 5, a first pressure sensor 6, a throttle valve 7 and a second pressure sensor 8. The first and second pressure sensors 6; 8 determining the temperature T in addition to the pressure signal 1 And temperature T 2 . It is also possible to provide separate temperature sensors or to use separate temperature models.
The internal combustion engine 10 furthermore comprises a variable poppet valve control device, not shown in detail, for adjusting the stroke of the intake and exhaust valves of the internal combustion engine 10. By means of the position sensor 11, the stroke of the valve can be determined. Furthermore, the internal combustion engine 10 comprises a phase sensor 12 for determining the camshaft position. The pressure sensor 6; the determined signal of 8, the determined signal of the position sensor 11 of the poppet valve adjustment device and the determined signal of the phase sensor 12 of the camshaft are received and stored by the controller 100. The signal is preferably transmitted here by wire or wirelessly.
In the exhaust gas line 70, the following are arranged in the flow direction of the exhaust gas 51, starting from the internal combustion engine 10: an exhaust gas turbine 13 of the exhaust gas turbocharger 9, a first oxygen sensor (Lambdasonde) 14, an oxidation catalyst (DOC) 15 and a subsequent second oxygen sensor 16. By means of the oxygen sensor 14; 16 enables the oxygen content of the exhaust gas to be studied. The signal determined by the oxygen sensor is preferably received and stored by the controller 100. The transmission of the signal is preferably carried out here by wire or wirelessly.
Upstream of the exhaust gas turbine 13 of the exhaust gas turbocharger 9, i.e. on the high-pressure side of the exhaust gas line 70, an exhaust gas recirculation line 24 branches off from the exhaust gas line 70, which opens into the fresh air line 60 upstream of the internal combustion engine 10 and downstream of the throttle valve 7. Downstream of the internal combustion engine 10, an HD-AGR valve 23, an HD-AGR cooler 22 and an HD-AGR bypass 21 are arranged along the exhaust gas recirculation duct. The exhaust gas is referred to back to reduce emissions from the internal combustion engine 10.
The internal combustion engine 10 is configured as a 4-cylinder internal combustion engine in the following example. The 4 cylinders each comprise at least one inlet and outlet valve which is not further visible in the drawing. The method can be transferred in particular to internal combustion engines having a different number of cylinders, in particular to internal combustion engines having 1, 2, 3, 6 and 8 cylinders.
With the aid of a statistical test plan (design of the test), the cylinder charge at the test rig (Versuchsaufbau) can be determined at the test rig. The actual measurement from the statistical test plan is based here on the engine speed, the cam phase of the intake and exhaust valves, the intake pipe pressure and the valve travel. The actual measurement is determined here with the aid of a plurality of measurement points, preferably 3000, in different operating states or operating variables of the internal combustion engine 10. Preferably, the engine speed, the camshaft phase of the inlet valve, the camshaft phase of the outlet valve, the inlet line pressure and the valve travel of the internal combustion engine belong to the operating variables. These real measurements are stored in the characteristic field in the controller 100 and can therefore be used at any time for further calculations. In the case of a cost-effective hot-film air quantity sensor (HFM), an attempt is made to determine the cylinder charge by means of model calculations. The statistical test plan measurements were then investigated in the study for consistency with the modeled measurements of the first and second cylinder intake models. Two models for modeling the cylinder charge are now presented later. One is the traditional model and the other is the "Choke" -model ".
For this purpose, different methods exist for model determination. The first model determines the air charge of the cylinder based on the cylinder volume at the end of intake, and the second model determines the air charge of the cylinder based on the mass air flow through the intake valve. When directly comparing the first model (which is now also referred to as the conventional model) with the actual measurement, it is shown that the air filling calculated by the conventional model corresponds well with the actual measurement, when the pressure in the cylinder corresponds almost to the pressure in the intake pipe. Otherwise, the conventional model returns a value that is too high for cylinder filling.
The second model (which model is now referred to as "blockage-model" in the following) shows good agreement with the true measurement values when there is a sufficiently high pressure drop through the inlet valve. That is, the pressure in the intake pipe is higher than the pressure in the cylinder. Otherwise the "blockage model" returns a value too high for the cylinder intake. Since neither of the two models alone can form the true characteristics of the air charge of the cylinder over the entire operating region, a method is provided below that determines a more accurate air charge for the cylinder from the two models.
Fig. 2 shows in a diagram the deviation of the values determined by conventional modeling from the values measured in the test stand.
Model difference deviations are plotted on the abscissa of the graph. This is preferably calculated according to the following formula:
wherein the values of the conventional model are "
"," blocking "-the value of the model is"
”。
The relative deviation of the values calculated by the conventional model from the values associated with this measured by the test stand is plotted on the ordinate. This preferably corresponds to the difference between the modeled value and the trial value of the conventional model divided by the trial value. Starting from an abscissa value equal to zero, along the direction of a positive abscissa value, a good agreement between the test values and the values of the conventional model is shown. Proceeding from an abscissa value equal to zero, in the direction of the negative abscissa value, an increasing deviation between the test value and the value of the conventional model is shown.
Fig. 3 shows in a diagram the relative deviation of the values determined by means of the "blockage" -model from the values measured on the test stand.
Model difference deviations are plotted on the abscissa of the graph. This is preferably calculated according to the following formula:
wherein the values of the conventional model are "
"," blocking "-the value of the model is"
”。
The relative deviation of the values calculated by the "blockage" -model from the values measured by the test stand assigned thereto is plotted on the ordinate. This preferably corresponds to the difference between the modeled value of the occlusion "-model and the test value divided by the test value. Starting from an abscissa equal to zero, along the direction of the negative abscissa, a good agreement between the test value and the "blockage" -model value is shown. Starting from an abscissa equal to zero, an increasing deviation between the test value and the occlusion "-model value is shown in the direction of the positive abscissa. It can be recognized that the conventional model and the "occlusion" -model show mutually opposite characteristics for the relative model error, which is applied with respect to the model difference bias. In the following exemplary embodiment, a method is therefore shown which advantageously determines a corrected value for the cylinder charge from the two model values as a function of the weighting factor.
An exemplary progression of the method in the first embodiment is illustrated in fig. 4 by means of a flow chart.
In a first step 500, a first value for the cylinder charge is determined by means of a conventional model in the operating state of the internal combustion engine 10. For this purpose, camshaft position, intake manifold pressure, intake air temperature, exhaust gas pressure, exhaust gas temperature, throttle position, boost pressure operating variables and engine speed are used.
Additionally, another value for the cylinder charge is determined by means of a "blockage" model. For this purpose, operating variables of the camshaft position, intake manifold pressure, intake air temperature, exhaust gas back pressure, exhaust gas temperature, as well as engine speed, valve travel and air mass flow are used. The variables described are present in the controller 100 and can be used for the calculation. In step 510, a value for the model difference deviation is determined from a first value for the cylinder charge (determined by means of a conventional model) and a second value for the cylinder charge (determined by means of a "block-model"). The model difference bias is determined as follows:
determining a weight coefficient C from the characteristic field by means of the model difference deviation 1 This characteristic field is already stored in the controller 100. This is used for the weighting factor C 1 Is determined on the basis of the relative model error and the model difference deviation of the two models, preferably by means of an adaptation program (fitprogrammm). Preferably, the information of the characteristic field is vehicle-specific or stored in the controller 100 for mass-production vehicles. Weight coefficient C 1 The determination is preferably carried out such that it determines from the two models, for the following formula, the most accurate possible value for the cylinder intake air F.
Weight coefficient C 1 Preferably a value between 0 and 0.5 is used for negative values of the model difference deviation,values between 0.5 and 1 are used for positive values of the model difference deviation, so that the characteristic field for the weighting coefficients shows an s-shaped function.
Weight coefficient C 1 Depending on the model difference, values between 0 and 1 are used, so that formula (1) uses a weighting factor C 1 The correct air filling is always calculated from the two models.
In step 530, the weighting factor C determined in step 520 is used 1 The corrected air fill value F is determined from the values of the conventional model and the values of the "occlusion-model". This calculation is preferably also performed by the controller 100.
In step 540, the control of the internal combustion engine 10 is performed with the aid of the corrected air filling value (F). The control of the internal combustion engine 10 is preferably carried out by specifying a nominal air charge for the cylinders. The regulation of the nominal air charge can be carried out, for example, by presetting a stroke for the cylinder. For this purpose, the nominal air charge is converted into a stroke for correct charging of the cylinder, and the variable poppet valve device is adjusted accordingly. Subsequently, the method can continue in step 500.
Claims (6)
1. Method for determining a cylinder charge of an internal combustion engine (10) having a variable valve travel device, wherein a first cylinder charge value is determined by means of a first cylinder charge model and a second cylinder charge value is determined by means of a second cylinder charge model, characterized in that a corrected cylinder charge value is determined from the first and second cylinder charge values by means of a weighting factor (c) 1 ) A determination is made and control of cylinder intake of the internal combustion engine (10) is effected in accordance with the corrected cylinder intake value (F), the first cylinder intake model being determined based on the cylinder volume at the intake end time, the second cylinder intake model being determined based on the mass air flow through the intake valve.
2. The method of claim 1,the weight coefficient (c) 1 ) And determining according to the model difference deviation of the first cylinder air inlet model value and the second cylinder air inlet model value, the relative deviation of the first cylinder air inlet value and the test bed measurement value and the relative deviation of the second cylinder air inlet value and the test bed measurement value.
3. Method according to claim 1, characterized in that the control of the cylinder charge of the internal combustion engine (10) is carried out by means of the regulation of the nominal valve stroke for the variable valve stroke device.
4. Method according to claim 1, characterized in that the internal combustion engine is controlled by means of corrected cylinder intake values, by adjustment of a variable valve stroke or by opening of a throttle valve.
5. Electronic storage medium having a computer program which is provided for carrying out the method according to one of claims 1 to 4.
6. Control unit (100) arranged for implementing a method according to any one of claims 1 to 4.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017219175.9 | 2017-10-26 | ||
| DE102017219175.9A DE102017219175A1 (en) | 2017-10-26 | 2017-10-26 | Method for determining a cylinder charge of an internal combustion engine with a variable valve lift |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109707521A CN109707521A (en) | 2019-05-03 |
| CN109707521B true CN109707521B (en) | 2022-09-09 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811251499.8A Active CN109707521B (en) | 2017-10-26 | 2018-10-25 | Method for determining cylinder air charge of internal combustion engine with variable valve stroke device |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN109707521B (en) |
| DE (1) | DE102017219175A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102022203721A1 (en) | 2022-04-13 | 2023-10-19 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for determining an exhaust gas mass flow returned to an internal combustion engine |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4013719B2 (en) * | 2002-09-25 | 2007-11-28 | トヨタ自動車株式会社 | Internal combustion engine with variable valve gear |
| JP3945509B2 (en) * | 2005-01-13 | 2007-07-18 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP4814165B2 (en) * | 2007-07-23 | 2011-11-16 | 本田技研工業株式会社 | Control device for internal combustion engine with cylinder deactivation mechanism |
| DE102007035314B4 (en) * | 2007-07-27 | 2019-04-11 | Robert Bosch Gmbh | Method and device for operating an internal combustion engine |
| DE102009032064B3 (en) * | 2009-07-07 | 2010-08-26 | Continental Automotive Gmbh | Method and device for operating an internal combustion engine |
| DE102013213310B4 (en) | 2013-07-08 | 2020-08-06 | Bayerische Motoren Werke Aktiengesellschaft | Process for controlling internal combustion engines with variable valve control |
| DE102014000397A1 (en) * | 2014-01-17 | 2015-07-23 | Fev Gmbh | Model-based cylinder fill detection for an internal combustion engine |
-
2017
- 2017-10-26 DE DE102017219175.9A patent/DE102017219175A1/en not_active Withdrawn
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2018
- 2018-10-25 CN CN201811251499.8A patent/CN109707521B/en active Active
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| Publication number | Publication date |
|---|---|
| CN109707521A (en) | 2019-05-03 |
| DE102017219175A1 (en) | 2019-05-02 |
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