WO2009143858A1 - Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne - Google Patents

Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne Download PDF

Info

Publication number
WO2009143858A1
WO2009143858A1 PCT/EP2008/004175 EP2008004175W WO2009143858A1 WO 2009143858 A1 WO2009143858 A1 WO 2009143858A1 EP 2008004175 W EP2008004175 W EP 2008004175W WO 2009143858 A1 WO2009143858 A1 WO 2009143858A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection
control
combustion chamber
combustion
model
Prior art date
Application number
PCT/EP2008/004175
Other languages
German (de)
English (en)
Inventor
Thorsten Schnorbus
Original Assignee
Fev Motorentechnik Gmbh
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
Application filed by Fev Motorentechnik Gmbh filed Critical Fev Motorentechnik Gmbh
Priority to DE112008003841T priority Critical patent/DE112008003841A5/de
Priority to PCT/EP2008/004175 priority patent/WO2009143858A1/fr
Publication of WO2009143858A1 publication Critical patent/WO2009143858A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • 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
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • 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
    • 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 invention relates to a method for controlling an injection process of an internal combustion engine of a vehicle, in particular a directly injecting internal combustion engine.
  • the invention further relates to a control unit, in which the method is stored, and also to an internal combustion engine of a vehicle with the control unit.
  • Direct injection internal combustion engines are becoming more and more popular in the motor vehicle field because of their potential in connection with fuel consumption, exhaust emission and combustion noise.
  • the increasingly stricter exhaust emission limits and the continuously rising fuel costs are driving the further development of such internal combustion engines, by means of which the increasing demands on the said criteria using so-called engine measures and measures for exhaust aftertreatment is met.
  • Engine speed and engine load is injected into a combustion chamber, it is known for example from DE 197 498 17 A1, the beginning of the fuel injection and the
  • a control of a fuel injection is known, in which the beginning and the duration of the fuel injection is adjusted combustion chamber selectively taking into account the last working cycle using a combustion position controller.
  • a regulation of a fuel injection is known from WO 2007/115630 A2, in which a change in the temporal injection curve of the injection process is set taking into account the respectively last working cycle.
  • the object of the invention is to improve the combustion process on which an internal combustion engine is based.
  • a method for combustion control is proposed, which is used in a direct-injection internal combustion engine.
  • the method provides for estimating an ignition delay in at least one cylinder of the direct injection internal combustion engine using a model.
  • Ignition delay is the time that elapses from the start of injection into the cylinder of the internal combustion engine until the actual start of combustion of an air-fuel mixture in the cylinder.
  • the estimation of the ignition delay allows, for example, to be able to achieve an improved control quality of a control, in particular a combustion position control, with which the estimation is preferably coupled.
  • the model estimate of the ignition delay allows a check to be made as to whether a pilot injection is being executed or not. This can be done depending on boundary conditions such as emission behavior, torque development as well as combustion noise or independently.
  • a further development provides that, based on the estimation, at least one control of a time of commencement of injection takes place.
  • a controller for injection can be executed. If, for example, an injection control is carried out, the estimation in the context of the combustion control can serve as pilot control for this control.
  • the ignition delay is preferably estimated taking into account a combustion chamber pressure in the cylinder.
  • the combustion chamber pressure can be detected for this purpose according to an embodiment via a sensor.
  • the combustion chamber pressure is determined via a calculation, taken from a characteristic map or determined in other non-direct manner.
  • a mathematical modeling is preferably used, which is based on data from test bench tests, with one or more state variables in the cylinder as input variables in the model. In this case, it can be provided, for example, that at least part of the input variables are themselves determined based on models.
  • a further embodiment which can also be carried out independently of the one described above, provides a self-learning model of the ignition delay based on at least one neural network, for which model a measurement of a combustion chamber pressure is provided, which is processed in the model.
  • An example of a self-learning model integrated in a control unit can be found for example in DE 10 2004 030 782 A1, to which reference is made in its entirety within the scope of the disclosure. There are various procedures specified how a self-learning model can be constructed and executed.
  • the model is based, for example, directly or indirectly on a combination of different sizes, which preferably describes a tendency to ignite the fuel, for example by a cetane number or octane number, a temperature in the combustion chamber, a pressure in the combustion chamber, a type of mixture formation, for example through the nozzle,
  • a cetane number or octane number for example, distribution of the droplet size in the fuel jet, or by an air duct, for example umbrella valves in the inlet, tangential flow channels, shape of the piston crown
  • the model can also resort to the results of other models, for example a model with regard to fluid flows, as can be seen for example from DE 10 2005 007 057 A1, which is also referred to in the context of the disclosure.
  • the quantities can be determined directly or indirectly via corresponding sensors or also calculated.
  • variables such as an oxygen concentration, an injection quantity or even a rail pressure can be included.
  • the method is carried out on a supercharged internal combustion engine, which operates on the diesel principle.
  • a further development provides that a precontrol takes place on the basis of the estimated ignition delay for a combustion position control.
  • a combustion position control is disclosed, for example, in WO 2005/005813 A2, to which reference is made in this regard, as well as with regard to the design of the control device, data transmission and sensor system in the context of this disclosure.
  • Outflow of the model-based control or regulation may for example also be that a pilot injection is omitted.
  • a pilot injection is omitted.
  • a further method for controlling an injection process of an internal combustion engine of a vehicle in particular a direct-injection internal combustion engine, is proposed, which can also be executed independently of the above method or linked thereto.
  • a fuel is injected into a combustion chamber of the internal combustion engine, wherein a start of injection, an injection amount and an injection curve are determined using a combustion position control and taking into account a burning time of the fuel.
  • a combustion position control at least one state variable assigned to the combustion chamber is used to describe the combustion position.
  • a switchable and disconnectable pilot control is used, which is effected by means of a model based on at least one state variable of the combustion chamber.
  • a method is proposed which can be combined with the methods proposed above as well as operated independently thereof. It is a method for controlling an injection process of an internal combustion engine of a vehicle, in particular a direct-injection internal combustion engine proposed, in which a fuel is injected into a combustion chamber of the internal combustion engine, taking into account a Zündverzugs, preferably taking into account a burning time of the fuel, at least one At the beginning of injection, preferably additionally an injection quantity and / or an injection curve is determined, wherein at least one of the combustion chamber associated state variable used to determine a Zündverzugszeit and wherein for the determination of the injection timing or the control of the injection process, a controller, preferably a switchable and disconnectable pilot control, is used , which is effected by means of a model based on at least one state variable of the combustion chamber.
  • the feedforward is based on the consideration to set a desired operating point for the injection process, then to reach a regulation.
  • the pilot control relieves the control of the injection process while improving their Dynamics. Furthermore, the relief also contributes to the stabilization of the control process, especially as the regulation becomes more responsive and faster due to the relief.
  • the pilot control counteracts these deviations and thus makes it possible to make the transient operation of the internal combustion engine more manageable by contributing to an improvement in a desired homogenization of the combustion in the individual combustion chambers. As a result, an emission characteristic and / or a noise characteristic of the internal combustion engine also improves.
  • the improved homogenization of the combustion causes an improvement in the control quality of the combustion position control.
  • the combustion chamber pressure associated with the respective combustion chambers of the internal combustion engine is preferably used.
  • the parameters "temperature, ion current or signal of an optical measurement principle" can also be used as state variables that can be assigned to the respective combustion chambers.
  • the course of the state variables is preferably detected as a function of the crankshaft angle. Alternatively or additionally, the course of the state variables can be detected as a function of time. The state variables can be measured and / or calculated.
  • the feedforward control for the start of injection, the injection quantity and / or the course of injection can be effected.
  • the pilot control can be effected in various ways.
  • the feedforward control can globally effect all combustion chambers comprehensively.
  • a plurality of combustion an average value for the start of injection, the injection amount and / or the injection curve determined in order to then use the individual average values as global precontrol values for the following combustion cycles according to the firing order of the internal combustion engine.
  • the number of contemplated combustion cycles can be arbitrarily selected or predetermined.
  • all combustion cycles of the last three cycles are considered for consideration.
  • a combustion cycle is to be understood as the period in which an injection of fuel into a combustion chamber begins and an injection following combustion in the combustion chamber is completed. Accordingly, a combustion cycle is within a work cycle, which is to be understood as the time period which denotes the passage of the four strokes of an internal combustion engine. In a 4-stroke engine, this is known to extend over a crankshaft angle of 720 degrees and in a 2-stroke engine is known to have a crankshaft angle of 360 °.
  • a combustion chamber-selective precontrol can be effected by determining an average value for the start of injection, the injection quantity and / or the injection profile over a period of time comprising several combustion cycles relative to the individual combustion chambers of the internal combustion engine. in order then to be able to use the individual mean values as pre-control values for the subsequent combustion cycles of the associated combustion chambers. Preferably, the last three combustion cycles of the associated combustion chambers are used to determine the mean values.
  • combustion chamber-selective pilot control of only a few combustion chambers or at least one combustion chamber for all other combustion chambers in order on the one hand to simplify the technical implementation of the combustion chamber-selective pilot control and, on the other hand, to claim the least possible computing power of at least one control unit.
  • two to six combustion chambers of an internal combustion engine are considered over a period comprising a plurality of combustion cycles and their pre-control values are taken over for the remaining combustion chambers, whereby preferably the last three combustion cycles are used to determine the average values for the start of injection, the injection quantity and / or the injection curve become.
  • a parallel implementation of the two Vor Kunststoffungsart be provided, it being possible to switch between the two Vor Kunststoffungsart depending on an operating point of the internal combustion engine.
  • the switching can be initiated by means of a characteristic and / or a map, wherein as Radio Stand. Switching point, a load / speed state and / or emission can be provided.
  • the global Vor Kunststoffungsart is first made and then optionally switched to the combustion chamber selective pilot control if necessary.
  • the switching can, as already stated above, take place in such a way that the combustion chamber-selective pilot control of only a few combustion chambers or at least one combustion chamber of the internal combustion engine is adopted for all other combustion chambers.
  • it is switched to a combustion chamber-selective pilot control of all combustion chambers.
  • the precontrol be adaptive, i. self-learning to effect, with the objective that the adaptation of the trend development of the possible manipulated variables "injection start, injection course and injection quantity" better follows.
  • a further embodiment provides that the feedforward control operating mode dependent switched by means of a map or a characteristic switched on and off to take into account the actually given to an internal combustion engine control needs. This connection and disconnection can be made depending on a load / speed state and / or an emission output.
  • the model on which the precontrol is based can be designed as a mathematical and / or physical model that has to be validated by means of test bench measurements.
  • a mathematical model is a model that is based on input and output variables of the respective combustion chamber, while a physical model is a model that describes the relationships between the input and output variables.
  • the fuel is injected into the combustion chamber while switching off a pilot injection.
  • an ignition delay in the combustion chamber that occurs as a result of the deactivation of the pilot injection is predicted by means of a model.
  • an injection start, an injection quantity and an injection profile are determined using the combustion position control and taking into account the burning time of the fuel.
  • This measure also contributes to improving the homogenization of the combustion and thus to improving the control quality of the combustion position control, in addition to the shutdown of the pilot injection, especially in the range of low and medium engine loads, a significant extension of the ignition delay is achieved.
  • the ignition delay is about 2000 to 1000 microseconds and at higher loads at about 800 to 500 microseconds.
  • the time associated with the shutdown of the pilot injection time can be advantageously provided for the mixture preparation, so that the mixture preparation can be improved in favor of emission reduction.
  • Both the pilot control to the control of the injection process and the shutdown of the pilot injection help to reduce the application costs for an internal combustion engine of a vehicle.
  • the correction factors stored in a control unit which act on the start of injection, the injection quantity and the course of injection, preferably those representing the altitude, cold and / or a cold engine, may be associated with monitoring of the combustion noise and / or the combustion emissions be compensated and therefore omitted.
  • the prediction of the ignition delay can be effected by means of a mathematical and / or physical model based on at least one state variable of the combustion chamber, which is to be validated by means of test bench measurements.
  • a mathematical and / or physical model is to be understood as already described above for such a statement.
  • the prediction of the ignition delay can be effected by means of neural networks.
  • At least the combustion chamber pressure is used as a state variable both for the combustion position control, the pilot control and the model for predicting the ignition delay. It can also be provided according to a further, preferred embodiment, both for the combustion position control, the pilot control and the model for predicting the ignition delay to use a plurality of state variables, which may include or exclude the combustion chamber pressure.
  • the parameters "temperature, ion current or signal of an optical measuring principle" are preferably considered state variables, the course of which can preferably be detected as a function of the crankshaft angle. Alternatively or additionally, the course of the state variables can also be detected as a function of time. The state variables can be measured and / or calculated.
  • the pilot injection can be switched on or off depending on the operating point by means of a characteristic map or a characteristic curve, in order to take into account the actual control requirement of an internal combustion engine.
  • This connection and disconnection can be made depending on a load / speed state and / or an emission output.
  • control unit for at least one directly injecting internal combustion engine of a vehicle.
  • the control unit comprises at least one control unit for controlling an injection process of the internal combustion engine, wherein in the control unit a model for determining a Zündverzugs and a switchable and disconnectable feedforward for the control of the injection process is deposited, and at least one arithmetic unit for processing of the injection process underlying control algorithm.
  • a model for determining a Zündverzugs and a switchable and disconnectable feedforward for the control of the injection process is deposited, and at least one arithmetic unit for processing of the injection process underlying control algorithm.
  • the model at least one switch for the connection and disconnection of the pilot control is stored, so that a global all combustion chambers of the internal combustion engine comprehensive connection and shutdown of the pilot control can be effected.
  • a number of control units corresponding to the number of combustion chambers is stored in the control unit, wherein a changeover switch is provided in each of the control units for connection and deactivation of the pilot control.
  • a changeover switch is provided in each of the control units for connection and deactivation of the pilot control.
  • two to six control units may also be provided in the control unit, each of which enables the combustion chamber-selective connection and disconnection of the pilot control of the associated combustion chamber via an associated changeover switch.
  • the pilot control values obtained for the associated combustion chambers can be used in accordance with what has already been described above for the remaining combustion chambers.
  • the switch is in each case preferably designed as a characteristic map or a characteristic, so that an operating point-dependent connection and disconnection of the pilot control can take place, which takes into account the actually given to an internal combustion engine control needs.
  • the model for the pilot control is preferably designed as an adaptive model for the reasons already mentioned above.
  • a further model can be stored in the control unit, which serves to predict a Zündverzuges in a combustion chamber, wherein adjusts the ignition delay due to a shutdown of a pilot injection in the combustion chamber. Furthermore, at least one further changeover switch for switching on and switching off the pre-injection is deposited in the control unit, so that a global connection of all combustion chambers of the internal combustion engine and shutdown of the pilot injection can be effected.
  • control unit a number of combustion chambers corresponding number of switches for the combustion chamber selective connection and shutdown of the pilot injection can be deposited.
  • the internal combustion engine comprises an injection device for injecting fuel into the combustion chamber, at least one control device having at least one control unit for controlling the injection process, and at least one sensor which is assigned to the combustion chamber and detects a state variable that coincides with the combustion process in the combustion chamber is related.
  • the sensor which is preferably designed as a spark plug comprising a pressure sensor, is connected to the control unit.
  • a model for a determination of an ignition delay and a switchable and switchable pilot control for controlling the injection process is also provided.
  • control unit it is proposed to deposit in the control unit one of the number of combustion chambers corresponding number of control units.
  • Such a vehicle has the advantage that a combustion position control is not mandatory. By using the model, this can for example also be omitted, for example in case of failure of the combustion chamber associated sensor. This also allows a redundant design of the engine control, since the vehicle can continue to operate, even if it should come to a fault.
  • 1 shows a first signal flow diagram 1
  • 2 shows a second signal flow diagram 13
  • Fig. 4 is a schematic representation of an injection course.
  • the first signal flow diagram 1 shown in FIG. 1 shows a control unit 2, which is stored in a control unit and serves to regulate an injection process for an injection device of a direct injection internal combustion engine.
  • the control unit 2 has various inputs, which are not fully shown in detail. Among other things, the inputs are a pressure curve 3, an output 4, a boost pressure 5, a Saugrohrtemperatur 6, an injection quantity 7, an injection characteristic 8, an injection start 9, a rail pressure 10 and an angle sensor signal 11. From these inputs calculates the Control unit 2, a control signal 12 for controlling an output voltage of an output stage for an injector.
  • the desired injection quantity 7 and the desired start of injection 9 are obtained, for example, from a map (not shown here) which takes into account a driver's request.
  • the adjustment quantities injection quantity 7, injection characteristic 8 and start of injection 9 are pre-controlled here and supplied to the control unit 2 as pilot control variables 30, 31, 32.
  • the core of the control unit is a microprocessor or a computing unit, which can or make a corresponding control and regulation of the injection process via stored in a memory of the control unit control and regulation instructions.
  • crankshaft angle ⁇ is preferably used. This is transmitted to the control unit 2 by means of an angle sensor or crank angle sensor. Alternatively or additionally, it can also be provided to relate the pressure curve 3 to the time.
  • the input injection characteristic 8 for example, it is predetermined whether it is intended to be a plurality of injection pulses or else a continuous course of injection.
  • 8 different classes of injection curves can be specified by means of the injection characteristic.
  • the classes describe different parameters to which the injection, and here the controlled injection curve refers.
  • the course of injection can be applied over the crankshaft angle ⁇ . Alternatively or additionally, the course can also be applied over an ignition delay.
  • the second signal flow diagram 13 shown in FIG. 2 shows a control unit 14, which can be stored in the same control unit and which regulates an injection start 9 and an injection characteristic 8 for the injection device.
  • the control unit 14 has various inputs, which are in detail a combustion focal point position 15, a lambda value 16, which is determined in a suction pipe, a boost pressure 5, a Saugrohrtemperatur 6, a rail pressure 10 and an operating mode 17 ,
  • the combustion center of gravity 15 is determined by means of a sensor, which detects, for example, the combustion chamber pressure, in conjunction with an angle sensor.
  • the operating mode 17 it is possible, for example, to specify how the internal combustion engine or in which state it is to be operated, for example in a regeneration mode for a diesel particulate filter.
  • an operating mode for example, a rich or a lean combustion can be provided.
  • the specification of the operating mode 17, for example, by means of a map in conjunction with a driver's request.
  • the second control unit 14 calculates as starting values an injection start 9, an injection characteristic 8 and a pilot control variable 31 for the injection start 9 and a pilot control variable 30 for the injection characteristic 8. These four output variables can be fed, for example, into the first control unit 2 from the first signal flow diagram 1 .
  • the injection characteristic is preferably adapted to the operating mode. For example, it is provided in the combustion in a high-load operating point to make an increase in the injection rate in the direct connection to a start injection at the start of combustion and finally end the injection abruptly. In the case of a transient operation of an internal combustion engine with short-term high exhaust gas recirculation rates, on the other hand, it may be provided to shift a main injection in the direction of late and, if appropriate, additionally to provide a pilot injection. Furthermore, for example, in a regeneration mode of operation for a diesel soot particulate filter, one or more post-injections may be provided.
  • the third signal flow diagram 13 shown in FIG. 3 shows a further control unit 19, which can be stored in the same control unit and on which the regulation of the injection quantity 7 is based.
  • the control unit 19, an average combustion chamber pressure 20 and a driver request 21 are supplied as input variables.
  • the driver request 21 is determined, for example, from an accelerator pedal position or accelerator pedal acceleration. In particular, a selected gear of a transmission is taken into account in determining the driver's request.
  • the third control unit 19 calculates the injection quantity 7 and a pilot value 32 for the injection quantity 7. These two Outputs can for example be supplied to the first control unit 2 according to the first signal flow scheme 1.
  • the injection quantity When calculating the injection quantity, it is preferably taken into account that, depending on the operating mode, in particular depending on the exhaust gas recirculation rate or boost pressure, a different average combustion chamber pressure is set depending on the injection quantity. Additionally or alternatively, different adjusting combustion chamber pressures can also be taken into account. Preferably, by means of the regulation of the injection quantity, the mean combustion chamber pressure can be maintained at a desired value, despite a variation of the other operating parameters, such as the exhaust gas recirculation rate or the boost pressure.
  • the signal flow diagrams 1, 13, 18 described with reference to FIGS. 1 to 3 are preferably used in a combustion chamber-selective manner, so that one of the units 2, 14, 19 can be assigned to each individual combustion chamber of an internal combustion engine.
  • the control signal 12 is used to control the injector assigned to the combustion chamber.
  • the signal flow schemes 1, 13, 18 can also be used globally in all combustion chambers of the internal combustion engine.
  • those input variables which do not differ from one another for the regulation of the injection process are preferably supplied only once as input variables of the common control unit.
  • These variables which are common to the regulation of all combustion chambers are, in particular, the rail pressure, the boost pressure, the intake manifold temperature, the lambda value and the operating mode.
  • the common control unit supplies a control signal for the assigned injector for each of the combustion chambers.
  • the control units 2, 14, 19 are each preferably based on an adaptive pilot control, which can be switched on or off by means of a changeover switch.
  • a mathematical and / or physical model serving for precontrol of the corresponding output variables can be stored, which is based, for example, at least on the combustion chamber pressure 3.
  • the combustion chamber pressure is detected by means of a spark plug, which comprises a pressure sensor which is connected to the control unit 2.
  • the mathematical and / or physical model may be understood to be a mathematical model based on input and output variables of the combustion chamber, and / or a physical model that includes the between the input and output variables describes existing relationships.
  • the state variables can be measured and / or calculated.
  • the switching on and off of the precontrol effecting - not shown here - Umstellschalter which can be stored in each of the control units 2, 14, 19, can be configured as a map or a characteristic for operating point-dependent connection and disconnection. This connection and disconnection can be made depending on a load / speed state and / or an emission output.
  • All control units 2, 14, 19 have in common that the fuel can be injected with shutdown of a pilot injection into the combustion chamber.
  • another switch (not shown here) is used, which is deposited in the control unit 2 and can be designed as a characteristic map or a characteristic curve for operating point-dependent connection and disconnection of the pilot injection. Again, the connection and disconnection can be made depending on a load / speed condition and / or an emission.
  • the ignition delay occurring as a result of the deactivation of the pilot injection in the combustion chamber is predicted by means of a further model which can be stored in the control unit 2.
  • the model used here is a mathematical / and / or physical model which is based at least on the combustion chamber pressure 3.
  • the mathematical and / or physical model is to be understood as meaning what has previously been said about such a statement.
  • a start of injection 9, injection course 12 and an injection quantity 7 corresponding to the ignition delay are determined using the combustion position control and a burning time of the fuel.
  • the state variables can be measured and / or calculated.
  • the prediction of the ignition delay can be effected by means of neural networks.
  • the injection curve 22 illustrated in FIG. 4 - or the injection characteristic 22 - illustrates an injection rate 23 that varies over a crankshaft angle ⁇ . Also shown is the pressure curve 24, 29 corresponding to the course of the injection rate 23 with respect to the crankshaft angle ⁇ .
  • a start injection 25 is provided, which provides a constant injection rate extending over a first crankshaft angle section 26. This start injection 25 is closed at a point in time at which combustion commences - this point in time corresponds to the crankshaft angle oti - a linear or ramp feed.
  • mig increasing injection rate 27 which extends over a second crankshaft angle section and shortly before the end of the injection transiently in a constant injection rate 28 and then drops abruptly to zero.
  • the increase in the injection rate at the onset of combustion advantageously increases the turbulence in the combustion chamber. Due to the abrupt end of the injection, post-oxidation of the fuel can advantageously be effected as a result of a hot end of the combustion.
  • the injection rate profile 23 corresponds to the pressure profile 24.
  • the ramp-shaped increasing injection rate 27 of the pressure profile 24 is continued in a second pressure curve 29.
  • This second pressure profile 29 is shifted in the "late" direction relative to the first pressure profile 24.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé de régulation d'une opération d'injection dans un moteur à combustion interne (33) à injection directe d'un véhicule (34). Dans le procédé, dans lequel un carburant est injecté dans une chambre de combustion du moteur à combustion interne (33), le début de l'injection (9), la quantité injectée (7) et l'évolution (12) de l'injection sont déterminés en recourant à une régulation de la position de combustion et en tenant compte de la durée de combustion du carburant. La régulation de la position de combustion utilise au moins une grandeur d'état (3, 5, 15) associée à la chambre de combustion, qui décrit la position de combustion. En outre, la régulation de l'opération d'injection utilise une pré-commande (30, 31, 32) qui peut être branchée et débranchée et qui est activée au moyen d'un modèle mathématique basé sur au moins une grandeur d'état (3, 5, 15) de la chambre de combustion. Le retard à l'allumage est estimé en recourant à un modèle. L'invention concerne en outre un appareil de commande dans lequel le procédé est conservé en mémoire et en outre un moteur à combustion interne (33) à injection directe pour un véhicule (34) doté de l'appareil de commande.
PCT/EP2008/004175 2008-05-26 2008-05-26 Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne WO2009143858A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112008003841T DE112008003841A5 (de) 2008-05-26 2008-05-26 Verfahren zur Regelung eines Einspritzvorgangs einer Verbrennungskraftmaschine, Steuergerät für eine Verbrennungskraftmaschine und eine Verbrennungskraftmaschine
PCT/EP2008/004175 WO2009143858A1 (fr) 2008-05-26 2008-05-26 Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2008/004175 WO2009143858A1 (fr) 2008-05-26 2008-05-26 Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne

Publications (1)

Publication Number Publication Date
WO2009143858A1 true WO2009143858A1 (fr) 2009-12-03

Family

ID=40456243

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/004175 WO2009143858A1 (fr) 2008-05-26 2008-05-26 Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne

Country Status (2)

Country Link
DE (1) DE112008003841A5 (fr)
WO (1) WO2009143858A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009055734A1 (de) 2009-11-26 2011-06-01 Fev Motorentechnik Gmbh Multifuel-Diesel-Verbrennungskraftmaschine
WO2011120808A1 (fr) * 2010-03-31 2011-10-06 Robert Bosch Gmbh Procédé et montage pour déterminer un instant de position préliminaire
EP2843220A1 (fr) 2013-08-27 2015-03-04 ETH Zurich Moteur à combustion à double combustible avec commande de rétroaction de combustion et procédé correspondant
DE102014116128A1 (de) * 2014-11-05 2016-05-12 Volkswagen Aktiengesellschaft Verfahren und Steuervorrichtung zum Betreiben einer Brennkraftmaschine
CN109630299A (zh) * 2017-09-25 2019-04-16 Fev欧洲有限责任公司 用于确定燃料注入曲线的方法
DE102016004732B4 (de) * 2015-05-04 2020-04-02 Scania Cv Ab Verfahren zum Betreiben eines Motors mit Kompressionszündung und Motor mit Kompressionszündung
CN113423938A (zh) * 2019-01-22 2021-09-21 宝马股份公司 用于识别内燃机燃料系统故障的方法和评估单元

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10237328A1 (de) * 2002-08-14 2004-03-04 Siemens Ag Verfahren zum Regeln des Verbrennungsprozesses einer HCCI-Brennkraftmaschine
DE10258874A1 (de) * 2002-12-17 2004-07-22 Daimlerchrysler Ag Verfahren zur Steuerung einer Brennkraftmaschine
DE10353434A1 (de) * 2003-11-15 2005-06-16 Robert Bosch Gmbh Verfahren und Steuergerät zur Bildung einer Einspritzimpulsbreite
EP1607609A1 (fr) * 2004-06-15 2005-12-21 C.R.F. Società Consortile per Azioni Système de régulation pour contrôler la combustion dans un moteur diesel fonctionnant avec combustion prémélangée
EP1744037A1 (fr) * 2005-07-14 2007-01-17 Ford Global Technologies, LLC Méthode de commande de la demarrage de la combsution d'un moteur à combustion interne
DE102005057571A1 (de) * 2005-12-02 2007-06-06 Robert Bosch Gmbh Verfahren zur Ansteuerung eines Kraftstoff-Injektors eines Dieselmotors
US20070169748A1 (en) * 2004-03-24 2007-07-26 Toyota Jidosha Kabushiki Kaisha Gas-mixture-ignition-time estimation apparatus for internal combustion engine, and control apparatus for internal combustion engine
WO2007115630A2 (fr) * 2006-03-31 2007-10-18 Fev Motorentechnik Gmbh Procede d'injection et moteur a combustion interne associe
FR2901576A1 (fr) * 2006-05-23 2007-11-30 Renault Sas Procede de determination d'une cartographie de controle moteur pour un processus de combustion homogene

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10237328A1 (de) * 2002-08-14 2004-03-04 Siemens Ag Verfahren zum Regeln des Verbrennungsprozesses einer HCCI-Brennkraftmaschine
DE10258874A1 (de) * 2002-12-17 2004-07-22 Daimlerchrysler Ag Verfahren zur Steuerung einer Brennkraftmaschine
DE10353434A1 (de) * 2003-11-15 2005-06-16 Robert Bosch Gmbh Verfahren und Steuergerät zur Bildung einer Einspritzimpulsbreite
US20070169748A1 (en) * 2004-03-24 2007-07-26 Toyota Jidosha Kabushiki Kaisha Gas-mixture-ignition-time estimation apparatus for internal combustion engine, and control apparatus for internal combustion engine
EP1607609A1 (fr) * 2004-06-15 2005-12-21 C.R.F. Società Consortile per Azioni Système de régulation pour contrôler la combustion dans un moteur diesel fonctionnant avec combustion prémélangée
EP1744037A1 (fr) * 2005-07-14 2007-01-17 Ford Global Technologies, LLC Méthode de commande de la demarrage de la combsution d'un moteur à combustion interne
DE102005057571A1 (de) * 2005-12-02 2007-06-06 Robert Bosch Gmbh Verfahren zur Ansteuerung eines Kraftstoff-Injektors eines Dieselmotors
WO2007115630A2 (fr) * 2006-03-31 2007-10-18 Fev Motorentechnik Gmbh Procede d'injection et moteur a combustion interne associe
FR2901576A1 (fr) * 2006-05-23 2007-11-30 Renault Sas Procede de determination d'une cartographie de controle moteur pour un processus de combustion homogene

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009055734A1 (de) 2009-11-26 2011-06-01 Fev Motorentechnik Gmbh Multifuel-Diesel-Verbrennungskraftmaschine
WO2011120808A1 (fr) * 2010-03-31 2011-10-06 Robert Bosch Gmbh Procédé et montage pour déterminer un instant de position préliminaire
US9602109B2 (en) 2010-03-31 2017-03-21 Robert Bosch Gmbh Method and circuit configuration for determining position minus time
EP2843220A1 (fr) 2013-08-27 2015-03-04 ETH Zurich Moteur à combustion à double combustible avec commande de rétroaction de combustion et procédé correspondant
US10066572B2 (en) 2013-08-27 2018-09-04 Eth Zurich Dual fuel combustion engine with feedback control of combustion and corresponding method
DE102014116128A1 (de) * 2014-11-05 2016-05-12 Volkswagen Aktiengesellschaft Verfahren und Steuervorrichtung zum Betreiben einer Brennkraftmaschine
CN105715444A (zh) * 2014-11-05 2016-06-29 大众汽车有限公司 用于运行内燃机的方法和控制设备
DE102016004732B4 (de) * 2015-05-04 2020-04-02 Scania Cv Ab Verfahren zum Betreiben eines Motors mit Kompressionszündung und Motor mit Kompressionszündung
CN109630299A (zh) * 2017-09-25 2019-04-16 Fev欧洲有限责任公司 用于确定燃料注入曲线的方法
CN113423938A (zh) * 2019-01-22 2021-09-21 宝马股份公司 用于识别内燃机燃料系统故障的方法和评估单元
CN113423938B (zh) * 2019-01-22 2024-02-09 宝马股份公司 用于识别内燃机燃料系统故障的方法和评估单元

Also Published As

Publication number Publication date
DE112008003841A5 (de) 2011-04-07

Similar Documents

Publication Publication Date Title
EP2002103B1 (fr) Procede d'injection et moteur a combustion interne associe
EP2029872B1 (fr) Procédé d'exploitation d'un moteur à combustion
DE102007013119A1 (de) Einspritzverfahren und zugehörige Verbrennungskraftmaschine
WO2007065573A1 (fr) Procede de regulation d'un moteur a combustion interne, notamment d'un moteur a combustion interne a autoallumage
WO2008110346A2 (fr) Procédé de régulation d'une injection d'un injecteur d'un moteur à combustion interne à injection directe et moteur à combustion interne à injection directe
WO2009143858A1 (fr) Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne
DE102004001118A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102004004291B3 (de) Verfahren zum Anpassen des Erfassens eines Messsignals einer Abgassonde
DE102006016484A1 (de) Verfahren zum Betrieb einer Brennkraftmaschine
EP1857659A2 (fr) Procédé et dispositif destinés à l'utilisation d'un moteur à combustion interne
DE102005034690B3 (de) Verfahren und Vorrichtung zum Anpassen des Erfassens eines Messsignals einer Abgassonde
DE102005010028B4 (de) Reglervorrichtung zur Kompensation von Streuungen von Injektoren
DE102010029933B4 (de) Verfahren und Vorrichtung zum Betreiben eines Kraftstoffeinspritzsystems
DE102011084630B4 (de) Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit
DE102011004068B3 (de) Verfahren und Steuervorrichtung zum Gleichstellen mehrerer Zylinder einer Brennkraftmaschine
DE19748284C2 (de) Motorsteuerungsvorrichtung
EP1672206B1 (fr) Procédé et dispositif de commande d'un moteur à combustion interne dans un véhicule
DE102011081212B4 (de) Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors
DE10152084A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
EP2574760B1 (fr) Procédé et dispositifs de commande d'un moteur à combustion
DE10234849A1 (de) Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine
DE102014210849A1 (de) Verfahren und Vorrichtung zur Reduzierung einer Laufunruhe bei einer Brennkraftmaschine
WO2011117123A1 (fr) Procédé et dispositif de réglage du taux de recyclage des gaz d'échappement pour des moteurs à combustion interne fonctionnant en mélange pauvre
DE102007051552A1 (de) Verfahren zum Betreiben einer Brennkraftmaschine mit mehreren Zylindern
DE102011103707A1 (de) Diesel-Einspritzvorrichtung und Verfahren hierzu

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 08758763

Country of ref document: EP

Kind code of ref document: A1

REF Corresponds to

Ref document number: 112008003841

Country of ref document: DE

Date of ref document: 20110407

Kind code of ref document: P

REG Reference to national code

Ref country code: DE

Ref legal event code: R225

Ref document number: 112008003841

Country of ref document: DE

Effective date: 20110407

122 Ep: pct application non-entry in european phase

Ref document number: 08758763

Country of ref document: EP

Kind code of ref document: A1