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EP3341604B1 - Servosystem zur steuerung der position eines aktuators in einem kraftfahrzeug - Google Patents

Servosystem zur steuerung der position eines aktuators in einem kraftfahrzeug Download PDF

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Publication number
EP3341604B1
EP3341604B1 EP16744823.2A EP16744823A EP3341604B1 EP 3341604 B1 EP3341604 B1 EP 3341604B1 EP 16744823 A EP16744823 A EP 16744823A EP 3341604 B1 EP3341604 B1 EP 3341604B1
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Prior art keywords
actuator
input
adder
output
loop
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English (en)
French (fr)
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EP3341604A1 (de
Inventor
Ali ACHIR
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PSA Automobiles SA
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PSA Automobiles SA
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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
    • F02D41/02—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1431—Controller structures or design the system including an input-output delay
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • 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]
    • F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position

Definitions

  • the invention relates to actuator position servo systems fitted to a motor vehicle. More particularly, the invention relates to compensation for pure delays present in these position control systems.
  • actuators present in the air loop of a motor vehicle such as an exhaust gas recirculation valve / valve, commonly referred to as an EGR valve, or an air intake throttle from a turbocharger.
  • a known solution in the general field of automation consists in adding to a servo system 100 , such as that illustrated in the figure 1 , a predictor 6 of delay.
  • the latter has the task of correcting the command elaborated by the position regulator 4 , in order to attenuate the impact of the pure delay on the quality of the servo-control in position of the actuator 1.
  • the predictor 6 of delay takes for inputs, the inputs 102 and outputs 103 of the regulator 4, and develops compensation 104 for the pure delay, which it returns to the position regulator 4 .
  • the document " An adaptive I-PD controller based on frequency domain system identification "by HASHIMOTO T. and AL illustrates the use of a Smith predictor to compensate for the delay effects in a PID type control loop for a pneumatic actuator controlled in position.
  • the document FR2749613 describes a system for regulating the richness of the air-fuel mixture in an internal combustion engine, this system comprising a regulating device produced in the form of a Smith predictor.
  • the structure of the Smith predictor described in this document proves, however, particularly complex to implement, and remains costly in terms of computational load. induced.
  • the implementation of such a solution involves a particularly complex adjustment of a set of parameters at the level of the computer on board the vehicle, such adjustment being costly in terms of time.
  • the existing delay predictors are not, as is, suitable for controlling in position for actuators fitted to a motor vehicle.
  • An object of the present invention is to overcome all of the aforementioned drawbacks.
  • a second object of the present invention is to provide a device for compensating for pure delay, for a system for controlling the position of actuators fitted to a motor vehicle.
  • a third object of the present invention is to minimize the complexity of implementing a pure delay compensation device for a system for controlling the position of actuators in a motor vehicle.
  • a fourth object of the present invention is to optimally control the position of the actuators in a motor vehicle.
  • the high-pass filter and the amplifier are dimensioned from a first order system approximating the transfer function G (s) of the actuator, this system having a static gain k and a time constant ⁇ 1 .
  • the amplifier has the gain, the static gain k .
  • the high-pass filter has the transfer function ⁇ 2 s + 1 ⁇ 1 s + 1 , where ⁇ 2 is a configurable time constant.
  • the proportional action loop is associated with a gain kp
  • the loop with Integral action is associated with a gain ki
  • the actuator is an actuator of the air loop of a motor vehicle.
  • a second aspect proposes a motor vehicle computer implementing a system for controlling the position of an actuator, produced as described above.
  • a motor vehicle comprising the computer described above is proposed.
  • the actuator 1 is, for example, an actuator of the air loop of a motor vehicle, such as a valve / valve of an exhaust gas recirculation system, or even a throttle valve intake of a turbocharger.
  • the servo-control device 300 is here represented in the Laplace domain and can be implemented in a position regulator 4 , such as that illustrated in the figure 1 .
  • the position regulator 4 is configured to implement a law for controlling the position of the actuator 1.
  • the behavior of the actuator 1 in the servo device 300 is modeled by a transfer function G (s) in the Laplace domain, s being the Laplace variable.
  • the transfer function G (s) can be obtained in different ways, for example communicated directly by a model provided by the manufacturer of the actuator 1, modeled via an appropriate simulation tool (ex: Simulink®), or even obtained from experimentally by applying a step type input to the actuator 1 and observing its response at the output.
  • the pure delay d associated with the actuator 1 is represented by the term e -ds in the Laplace domain.
  • the actuator 1 and its pure delay are modeled by a block 30 of transfer function G (s) e -ds , receiving for input a position command U (s) intended for the actuator 1.
  • the actual position of the actuator 1, following receipt of the position command U (s), corresponds to an ideal response from the actuator 1, to which is added a disturbance in its position.
  • the ideal response from actuator 1, following receipt of the position command U (s), corresponds to the application of the transfer function G (s) e -ds , the response of which is obtained at the output of the block 30.
  • the perturbation in position results, for its part, in particular from the air forces applied to the actuator 1, for example pressure variations during its movement.
  • the actuator 1 therefore has at the output of the transfer function block 30 G (s) e -ds a position Y (s) in response to the command U (s), this position Y (s) being the position that the you want to control a position setpoint value R (s).
  • the proportional action loop and the Derivative action loop respectively perform a first and a second feedback loop 32, 33 between the output of block 30, that is to say position Y (s), and a subtracting input “ - »of the first adder 31.
  • a third feedback loop 34 is moreover produced by the regulator between the position Y (s) and a subtracting input “-” of a second adder 35.
  • the second adder 35 further comprises, for summing input "+", the position setpoint value R (s), this value being determined by the motor vehicle computer, as a function for example of parameters measured in the air loop .
  • This position setpoint value R (s) corresponds to the setpoint value to which the position Y (s) of the actuator 1 is to be controlled .
  • the position setpoint value R (s) is also used as the input of a gain amplifying loop 36 kf , the output of which is connected to a summing input “+” of the first adder 31.
  • the output of the second adder 35 serves as input to a loop 37 with integral action, performing an integration operation. , symbolized by the block “ ⁇ ”, sometimes also symbolized by a block “1 / s", associated with a gain ki .
  • the output of this integral action loop 37 is connected to a summing input “+” of the first adder 31.
  • the first adder 31 determines the control in position U (s) to be applied to actuator 1.
  • the gains kf , ki , kp and kd are static values commonly determined with respect to the transfer function G (s), previously known, for example via the application of a method of placing the poles. These parameters are, for example, determined by simulation via a tool for developing the computer of the motor vehicle and / or adjusted experimentally at the level of the computer, for example according to the progress of a series of tests intended to validate the vehicle specifications. These gains are therefore preconfigured here.
  • the structure of this type of position control device 300 is sometimes designated under the name PD-I (acronym for "Proportional Derivative - Integral”).
  • PD-I cronym for "Proportional Derivative - Integral”
  • Such a structure differs from the current PID (acronym for "Proportional Integral Derivative") regulators, by the fact that only the integral term is located on the error of position ⁇ (s), while the proportional and derivative actions are indexed only on the position Y (s) of the actuator 1.
  • This has the advantage of being able to decouple the performances in setpoint monitoring and the performances in rejection of disturbances.
  • such a control structure is produced in motor vehicle computers for controlling the position of the actuators 1.
  • Y s R s k f + k i s G s 1 + k p + k i s + k d s G s e - ds e - ds
  • Smith's predictor 40 is made as follows.
  • the position command U (s) at the output of the first adder 31 is used as summing input “+” of a third adder 41 and as input of a block 42 of pure delay of transfer function e -ds , the output of this delay block being used as a subtracting input “-” of the third adder 41.
  • the use of block 42 of pure delay implies that the delay d is known. This is in practice estimated by applying a step type input to the actuator 1 and observing its output. It can then be calibrated more finely, during the development of the position regulator 4 .
  • the third adder 41 then calculates its output from its summing input "+” and its subtracting input "-”. This output is connected as input to a block 43 transfer function corrector C (s) .G (s) whose output is used as subtracting input “-” of the first adder 31.
  • C (s) designates here a function transfer parameter specific to the correcting block 43 .
  • Smith's predictor 40 makes it possible to extract the pure delay e -ds from the feedback loop 34 between Y (s) and R (s), that is to say from the closed loop of the function. transfer Y s R s .
  • the transfer function G (s) of the actuator 1 is then approximated by a first order system: G s ⁇ k ⁇ 1 s + 1 , where k and ⁇ 1 are respectively a static gain and a time constant associated with the first order system, these values also being specific to the transfer function G (s) of the actuator 1.
  • the variables k and ⁇ 1 are easily deductible from the actuator 1. These variables are for example determined by simulation via an approximation of the transfer function G (s), or experimentally, by observing the response of the actuator 1 at a step applied at the entry thereof.
  • T (s) k i s k ⁇ 2 s + 1 ⁇ 2 s + 1 .
  • the transfer function T (s) is the product of a gain integrator ki (term k i s ), a high-pass filter with time constant ⁇ 2 having the transfer function ⁇ 2 s + 1 ⁇ 1 s + 1 , and of the static gain k of the actuator 1.
  • the position command U (s) at the output of the first adder 31 is used as summing input “+” of a third adder 41 and as input of a block 42 of pure delay of transfer function e -ds , the output of this delay block being used as a subtracting input “-” of the third adder 41.
  • the third adder 41 then calculates its output from its summing input “+” and its subtracting input “-”. This output is connected as an input to a high-pass filter 51 .
  • the output of the high-pass filter 51 is connected to an amplifier 52 of gain k , where k is the static gain k (predetermined) of the actuator 1.
  • the high-pass filter 51 and the amplifier 52 are therefore dimensioned from the first order system approximating the transfer function G (s) of the actuator 1.
  • the output of amplifier 52 then corresponds to a delay compensation term P (s). This output is used as a subtracting input “-” for the second adder 35.
  • the variables kp and ki are preconfigured when the servo system is produced.
  • the static gain k and the time constant ⁇ 1 are predetermined variables of a first order system approximating the transfer function G (s) of the actuator 1.
  • the only remaining quantity to be calibrated is the variable ⁇ 2 of the high-pass filter 51 .
  • This calibration is easily carried out by calibrating ⁇ 2 to the value k p k i .
  • the production of this pure delay compensator 50 is therefore very fast, easy to implement, and does not involve any complexity in terms of computational load.
  • the calibration of the actuator position control systems is simplified, which allows time to be saved when they are developed.
  • the embodiments described above are applicable to any actuator 1 of the air loop of a motor vehicle, for example to a valve / valve for the recirculation of exhaust gases, or even to a butterfly valve d air intake of a turbocharger.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Feedback Control In General (AREA)
  • Control Of Position Or Direction (AREA)

Claims (8)

  1. Servosystem der Position Y(s) eines Aktuators (1) mit einem Positionssollwert R(s) in einem Kraftfahrzeug, wobei der Aktuator (1) eine vorbestimmte Transferfunktion G(s) aufweist, die mit einer reinen Verzögerung e-ds assoziiert ist, wobei s eine Laplace-Variable ist, d eine reine Verzögerung darstellt, wobei das System realisiert wird über
    - einen Positionsbefehl U(s) am Eingang der Transferfunktion G(s), wobei die Position Y(s) des Aktuators (1) der Antwort des Aktuators (1) auf den Positionsbefehl U(s) entspricht;
    - wobei der Positionsbefehl U(s) mit Hilfe eines Reglers vom proportionalen abgeleiteten Typ ermittelt wird, der aus einer Schleife mit Proportionalaktion und aus einer Schleife mit Ableitungsaktion gebildet ist, die jeweils von einer ersten und einer zweiten Retroaktionsschleife (32, 33) zwischen der Position Y(s) und den Subtraktionseingängen eines ersten Addierers (31) realisiert werden, wobei der Regler eine dritte Retroaktionsschleife (34) zwischen der Position Y(s) und einem Subtraktionseingang eines zweiten Addierers (35) realisiert, wobei der zweite Addierer (35) als Summierungseingang den Positionssollwert R(s) aufweist;
    - wobei der Positionssollwert R(s) auch als Eingang einer Verstärkungsschleife (36) verwendet wird, deren Ausgang mit einem Summierungseingang des ersten Addierers (31) verbunden ist;
    - der Ausgang des zweiten Addierers (35) als ein Eingang einer Schleife (37) mit Integralaktion verwendet wird, dessen Ausgang mit einem Summierungseingang des ersten Addierers (31) derart verbunden ist, dass der erste Addierer an seinem Ausgang die Position U(s) in Abhängigkeit von seinen Summierungs- und Subtraktionseingängen berechnet;
    wobei das System dadurch gekennzeichnet ist, dass es einen Kompensator für reine Verzögerung (50) umfasst, in dem
    - der Positionsbefehl U(s) als erster Summierungseingang eines dritten Addierers (41) und als Eingang eines Blocks reiner Verzögerung (42) mit Transferfunktion e-ds verwendet wird, der Ausgang dieses Blocks reiner Verzögerung (42) als Subtraktionseingang des dritten Addierers (41) derart verwendet wird, dass der dritte Addierer (41) seinen Ausgang ausgehend von seinem Summierungseingang und seinem Subtraktionseingang berechnet;
    - der Eingang eines Hochpassfilters (51) mit dem Ausgang des dritten Addierers (41) verbunden ist;
    - der Eingang eines Verstärkers (52) mit dem Ausgang des Hochpassfilters (51) verbunden ist;
    - der Ausgang des Verstärkers (52) einem Verzögerungskompensationsglied P(s) entspricht, wobei dieser Ausgang von dem zweiten Addierer (35) als Subtraktionseingang verwendet wird.
  2. Servosystem nach Anspruch 1, wobei das Hochpassfilter (51) und der Verstärker (52) ausgehend von einem System ersten Rang bemessen sind, das die Transferfunktion G(s) des Aktuators (1) approximiert, wobei dieses System eine statische Verstärkung k und eine Zeitkonstante τ1 aufweist.
  3. Servosystem nach Anspruch 2, wobei der Verstärker (52) als Verstärkung die statische Verstärkung k aufweist.
  4. Servosystem nach den Ansprüchen 2 oder 3, wobei das Hochpassfilter (51) als Transferfunktion τ 2 s + 1 τ 1 s + 1
    Figure imgb0022
     aufweist, wobei τ2 eine parametrierbare Zeitkonstante ist.
  5. Servosystem nach Anspruch 4, wobei die Schleife mit proportionaler Aktion mit einer Verstärkung kp assoziiert ist, die Schleife (37) mit Integralaktion mit einer Verstärkung ki assoziiert ist, wobei die Zeitkonstante τ2 derart kalibriert ist, dass τ 2 = k p k i .
    Figure imgb0023
  6. Servosystem nach einem der vorstehenden Ansprüche, wobei der Aktuator (1) ein Aktuator des Luftkreislaufs eines Kraftfahrzeugs ist.
  7. Kraftfahrzeugrechner, der ein Servosystem der Position eines Aktuators umsetzt, der nach einem der vorstehenden Ansprüche realisiert ist.
  8. Kraftfahrzeug, das den Rechner des Anspruchs 7 umfasst.
EP16744823.2A 2015-08-24 2016-07-11 Servosystem zur steuerung der position eines aktuators in einem kraftfahrzeug Active EP3341604B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1557874A FR3040504B1 (fr) 2015-08-24 2015-08-24 Systeme d’asservissement de la position d’un actionneur dans un vehicule automobile
PCT/FR2016/051769 WO2017032931A1 (fr) 2015-08-24 2016-07-11 Système d'asservissement de la position d'un actionneur dans un véhicule automobile

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Publication Number Publication Date
EP3341604A1 EP3341604A1 (de) 2018-07-04
EP3341604B1 true EP3341604B1 (de) 2020-03-18

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WO (1) WO2017032931A1 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3064852A1 (fr) * 2017-04-03 2018-10-05 Peugeot Citroen Automobiles Sa Dispositif de controle pour asservir en position une partie rotor d’un actionneur sans balais
IT202000024010A1 (it) * 2020-10-12 2022-04-12 Enrico Bruna Regolazione della posizione di una valvola di ricircolo dei gas di scarico (egr) mediante controllo ibrido in un motore diesel
FR3137132B1 (fr) 2022-06-27 2024-05-10 Psa Automobiles Sa Procédé de réglage d’un asservissement en position d’un actionneur, tel qu’un actionneur de véhicule automobile

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2749613B1 (fr) * 1996-06-11 1998-07-31 Renault Systeme de regulation de la richesse dans un moteur a combustion interne
WO2007098780A1 (de) * 2006-02-28 2007-09-07 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur regelung des kraftstoff-luft-gemisches bei einer verbrennungsmashine

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* Cited by examiner, † Cited by third party
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FR3040504A1 (fr) 2017-03-03
FR3040504B1 (fr) 2017-08-25
WO2017032931A1 (fr) 2017-03-02

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