CN102089510B - Method for operating an internal combustion engine - Google Patents
Method for operating an internal combustion engine Download PDFInfo
- Publication number
- CN102089510B CN102089510B CN200980126570.2A CN200980126570A CN102089510B CN 102089510 B CN102089510 B CN 102089510B CN 200980126570 A CN200980126570 A CN 200980126570A CN 102089510 B CN102089510 B CN 102089510B
- Authority
- CN
- China
- Prior art keywords
- parameter
- pressure
- injection
- achieve
- characteristic curve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 39
- 238000000034 method Methods 0.000 title claims abstract description 35
- 238000002347 injection Methods 0.000 claims abstract description 80
- 239000007924 injection Substances 0.000 claims abstract description 80
- 238000010304 firing Methods 0.000 claims description 41
- 239000000446 fuel Substances 0.000 claims description 40
- 239000007921 spray Substances 0.000 claims description 40
- 230000000630 rising effect Effects 0.000 claims description 6
- 230000008859 change Effects 0.000 abstract description 4
- 230000000694 effects Effects 0.000 abstract description 4
- 238000005507 spraying Methods 0.000 description 11
- 238000012360 testing method Methods 0.000 description 10
- 238000012937 correction Methods 0.000 description 6
- 230000009467 reduction Effects 0.000 description 6
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000007599 discharging Methods 0.000 description 3
- 230000006872 improvement Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 238000004590 computer program Methods 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000001915 proofreading effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000009933 burial Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Images
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
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
- F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—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
- F02D41/30—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
-
- 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
Abstract
In the operation of an internal combustion engine, a parameter that characterizes a pressure in effect during a working cycle in a combustion chamber is determined. It is proposed that the method comprise the following steps: (a) determine a parameter that characterizes a pressure in effect in the combustion chamber at a time point at which an intake valve of the combustion chamber is closing, (b) determine a parameter that characterizes a pressure increase caused by a volume change in the combustion chamber by the closing of the intake valve up to the point of a first injection, (c) determine a parameter that characterizes the pressure in effect directly prior to the first injection using the results of steps (a) and (b).
Description
Technical field
The present invention relates to a kind of by claim 1 method for operation of combustion engine as described in the preamble.In addition, the storage medium of computer program, electricity and control and/or controlling device are themes of the present invention.
Background technique
First for such as being used in the fuel injection system of the hydraulic control in common rail system, the opening characteristic of fuel injection system depends on the equilibrium of forces in the valve element area of fuel injection system.This equilibrium of forces also depends on the pressure of existence, because this pressure acts on from the outside described valve element in the time that fuel injection system is closed.At this, the high pressure in firing chamber is supported opening of fuel injection system conventionally, and this causes such result, in the case of in moment of carrying out starting when identical electricity exists high pressure triggering in firing chamber spraying early than there is low pressure in firing chamber time.
On the other hand, Spraying rate also depends on the pressure existing in firing chamber.There is high pressure in firing chamber time, Spraying rate declines, because such as the difference between the pressure in pressure and firing chamber in common rail diminishes.
Summary of the invention
Task of the present invention is, so improves the method for the described type of beginning, make to be ejected into fuel in firing chamber aspect time and amount as far as possible accurately corresponding to rating value.
This task is had the method for feature described in claim 1 and is resolved by a kind of.Favourable improvement project is illustrated in the dependent claims.Other solution of proposing in addition, of task can find in claim arranged side by side.In addition, important for the present invention feature is in ensuing explanation and obtain in the accompanying drawings illustrating in other words and to show, wherein said feature not only individually but also may be all important for purposes of the invention with different combinations, and not in this corresponding this point of pointing out clearly.
The invention has the advantages that, can determine the parameter that characterizes the pressure directly existing before the first injection with simple model, the data of wherein said model can be tried to achieve on engine test stand.In the situation that knowing this pressure, can so adjust the triggering parameter of fuel injection system, the fuel quantity that makes actual ejection very accurately corresponding to desired fuel quantity and described moment corresponding to the desired moment.The variation of considering the operation point of internal-combustion engine at this, carries out described first and sprays in described operation point.
Described a kind of particularly preferred the first improvement project by method of the present invention also allows to determine the parameter that characterizes the pressure directly namely existing before other injection after described the first injection and burning.Consider by the caused pressure of burning of previous emitted dose and raise at this.For a large amount of injections, simply for each spray or every group spray repeat described by the method step of the present invention's explanation, thereby can be until directly spray the parameter that the previous moment tries to achieve the pressure that sign then exists in firing chamber after (for the last time).Just after such, be injected in pressure in firing chamber and carry out when completely different, thereby can have a mind to especially free burial ground for the destitute utilization the present invention here.But pre-spray carries out when also the pressure in firing chamber is different with main injection, thereby here the described utilization by method of the present invention is meaningful equally.
In the time trying to achieve triggering parameter, can consider the known difference between specified emitted dose and actual ejection amount.Such difference occurs when being always less than in actual ejection amount the emitted dose being defined by described control and/or controlling device.Then in the time asking for the parameter that characterizes the pressure rising (step (d)) causing due to burning, can consider this difference.
The pressure existing in firing chamber is also subject to the impact of the Current Temperatures of internal-combustion engine.Such as the less temperature of internal-combustion engine causes when the sprayed fuel combustion thermal discharge less, it is less that this causes again pressure to raise.If as described in by a kind of improvement project of method of the present invention in step (d), consider proposing and the Current Temperatures of internal-combustion engine can again improve so the validity in the time asking for the parameter of described sign pressure.
A kind of simple scheme that characterizes the pressure rising in step (d) is the use of the Thermodynamics Formulas of the simplification of calculating from heating process.The starting point of this formula is that the whole burning of the fuel spraying was carried out a unique moment, and volume-variation equals zero in the process of this burning.For of short duration burning, that is to say at sprayed fuel quantity hour, such as be exactly this situation for pre-spray, this formula provides enough accurate results, and this formula can easily be used simultaneously.
First, if thereby the endurance that fuel quantity so greatly no longer can heat release is set to zero, can, in the case of using the parameter raising from trying to achieve the pressure that characterizes in step (d) experience associated, wherein use the rotating speed of internal-combustion engine and the parameter of specified emitted dose or equivalence as input parameter so.The association from experience is like this such as expressing with the form of combined characteristic curve or with characteristic form, and described characteristic curve is worked out on the test stand of typical internal-combustion engine.This can accomplish easily and also allow in the combustion ratio of last much longer as tried to achieve reliably the pressure of generation in whole combustion processes of main injection amount.Thereby if should try to achieve the pressure in the moment of rear injection beginning, this method just provides accurate especially result.
Sometimes common way is, the emitted dose of spraying when needing at pre-spray or spray is afterwards assigned in multiple single injection event.The fact shows, such single injection event can be merged into once to unique injection, thereby can suppose for described by calculation of pressure of the present invention, and whole burning was carried out a unique moment.Save thus computational resource, the validity of result of calculation does not decline in less desirable mode.
But also it is contemplated that in principle, consider that pressure that pressure that heat release in the time carrying out each single injection event process causes in other words thus changes and causes by the volume-variation of firing chamber changes and by its total between single injection event.
Especially for the emitted dose of larger generation torque, the crank angle that carries out described injection changes and works pressure.Therefore,, by the consideration to described crank angle, can also again make result become more accurate.
As has already been mentioned above the same, be a kind ofly describedly by the simple of method of the present invention and the scheme of treasuring computational resource for implementing, for specific calculating used combined characteristic curve and/or characteristic curve.These combined characteristic curves and/or characteristic curve conventionally on engine test stand for benchmark running state is worked out.But in the actual motion of internal-combustion engine, these combined characteristic curves and/or characteristic curve also can have a kind of running state different from benchmark running state.If proofreaied and correct while therefore asking for parameter on the basis of characteristic curve and/or combined characteristic curve and described correction considers that at least one between described benchmark running state and actual motion state plant difference, that has just improved described by the result of method of the present invention again.
Accompanying drawing explanation
With reference to the accompanying drawings embodiments of the present invention are made an explanation.Accompanying drawing illustrates:
Fig. 1 is the schematic diagram in a region of internal-combustion engine;
Fig. 2 is chart, has drawn the triggering parameter of the fuel injection system of the internal-combustion engine of Fig. 1 in this chart about the time;
Fig. 3 is chart, has drawn the change curve of the Spraying rate of the fuel injection system of Fig. 1 in this chart in the time that chamber pressure is different about the time;
Fig. 4 is the functional diagram for the first portion of the method for the internal-combustion engine of service chart 1; And
Fig. 5 be described method second portion with the similar functional diagram of Fig. 4.
Embodiment
In Fig. 1, diesel engine has reference character 10 on the whole.This diesel engine comprises multiple cylinders, but a cylinder with reference character 12 is only shown in these cylinders in Fig. 1.
Described cylinder 12 comprises firing chamber 14, and this firing chamber 14 is limited by chamber wall 16 and piston 18.By the to-and-fro motion of piston 18, bent axle 20 is placed among rotation.
Fresh air enters into firing chamber 14 by suction pipe 22 and suction valve 24.Fuel 25 is directly injected in firing chamber 14 by fuel injection system 26.Described fuel injection system 26 is connected on the fuel accumulator 28 also referred to as " rail altogether ".In this fuel accumulator 28, under high pressure conditions, storing fuel.Gas of combustion is derived from firing chamber 14 by outlet valve 30 and outlet pipe 32.
The operation of internal-combustion engine 10 is controlled and regulates by controlling with controlling device 34.Especially described fuel injection system 26 is triggered to trigger accordingly parameter by described control and controlling device 34.Pressure in rail 28 is also affected by described control and controlling device 34 altogether, affects especially by the triggering of unshowned high-pressure delivery device.Described control and controlling device 34 obtain signal from different sensors.The crankshaft sensor 42 that has temperature transducer 40 that the current running temperature of the pressure transducer 36 that detects of fuel pressure to existing in common rail 28, the boost-pressure sensor 38 that the air pressure existing in suction pipe 22 is detected, combustion motor 10 detects and the current location to bent axle 20 and rotational speed to detect in these sensors.
As can from Fig. 2 with 3, find out the same, when fuel pressure in the time that trigger signal AS (Fig. 2) is identical and in common rail 28 is identical, the fuel quantity dq/dt (" Spraying rate ") that per time unit sprays depends on the pressure existing in firing chamber 14.Arrow 44 means the lower pressure in firing chamber 14 in Fig. 3, and arrow 46 means higher pressure.Can find out, when in situation illustrated in fig. 3, in the time that pressure is low, Spraying rate is high lower than pressure and injection duration be also shorter than pressure when high.This is relevant with following situation, and Fig. 3 shows the situation of pre-spray, the less fuel quantity of injection in the time carrying out pre-spray.Under these circumstances, during the valve element of described fuel injection system 26 is stayed so-called " coordinating throttling band (Sitzdrosselbereich) ", in described cooperation throttling band, first Spraying rate depends on the lift of described valve element.High pressure in firing chamber makes the acceleration of opening of valve element at this.Next described valve element moves with high " flight curve (Flugkurve) " and closing for a long time afterwards.This causes higher emitted dose.In the time that chamber pressure is low, in the time carrying out such pre-spray, produce less emitted dose.
In order also can to consider this effect in the time asking for trigger signal AS, need to know open injection apparatus 26 time be engraved in firing chamber 14 in exist pressure.Referring now to Figure 4 and 5, such asking for of parameter that is characterized in the pressure existing in firing chamber 14 made an explanation.Corresponding method is kept in this as computer program on the electric storage medium of described control and controlling device 34, illustrated method below carrying out in the time that it uses.
Study such situation at this, first carry out three times pre-spray, carry out subsequently main injection and finally carry out rear injection.First with reference to Fig. 4, a kind of method is made an explanation, with the method can be in the hope of characterizing the parameter of the direct pressure described pre-spray finishes after and characterizing the parameter of direct pressure before main injection.
Input parameter is crank angle A1, A2 and A3, carries out chronological first, second, and third pre-spray at this during at described crank angle A1, A2 and A3.In addition, the emitted dose q1 of described three pre-sprays, q2 and q3, by described boost-pressure sensor 38 at a detected boost pressure p of specific moment
22and finally the crank angle A4 in the time that main injection starts is input parameter, wherein closes in the time that compression stroke starts at suction valve 24 described in the described specific moment.
Described crank angle A1-A3 is correspondingly joined in characteristic curve 48, and the changeable compression volume-variation causing due to the compression movement that passes through piston 18 of firing chamber 14 being produced by this characteristic curve 48 takes in.Physical equation below this in the mode that implies take described characteristic curve 48 as basis.
Wherein:
P
2=the pressure looked for,
P
1the pressure in=moment of closing at suction valve 24,
V
1, V
2=at p
1, p
2the combustion chamber volume in moment,
Kappa=1.37 (polytropic index).
48 of described characteristic curves are tried to achieve by the measurement of carrying out on the engine test stand that cylinder pressure sensors is housed.
In 50,52 and 54, by the corresponding compressibility coefficient obtaining and boost pressure p
22multiply each other, obtain thus at the time corresponding pressure that exists in being engraved in firing chamber 14 of corresponding pre-spray and (after pre-spray, obtain the last time pressure p
1).These parameters just can, for to proofreading and correct for the corresponding triggering parameter that triggers fuel injection system 26, correspondingly cause described three pre-sprays at this with described triggering parameter.
Calculate and treasure computational resource for simplifying, at this hypothesis, the fuel quantity (q spraying in the time carrying out described three pre-sprays
1, q
2and q
3summation) suddenly and in mutually burning in the same time.Therefore in 56 and 58 by sprayed fuel quantity q
1, q
2and q
3be added together.Summation result is joined in characteristic curve 60, and this characteristic curve 60 comprises the conversion mode from experience between fuel quantity and the heat energy of release in the time of burning.Conventionally for commercial conventional European diesel fuel, can be that the fuel quantity of 1 cubic millimeter is supposed the heat energy of 25 joules.Also can replace characteristic curve and multiply each other with this factor.On the output terminal of characteristic curve 60, obtain at combustion fuel amount q
1+ q
2+ q
3time discharge heat Q.
In 62, the output value of this parameter and characteristic curve 64 is multiplied each other, the temperature T of the internal-combustion engine 10 being provided by temperature transducer 40 is provided as input parameter this characteristic curve 64.This characteristic curve 64 is considered, in the cold state of internal-combustion engine 10, discharges little heat by pre-spray.Rule of thumb work out described characteristic curve 64 by the measurement of thermal discharge at test stand internal-combustion engine during in different temperature.
In 66, the heat energy discharging that obtains by multiplying each other in 62 proofreading and correct and the output value of characteristic curve 68 are multiplied each other, this characteristic curve 68 obtains crank angle A3 as input parameter, carries out chronological last pre-spray at this during at described crank angle A3.To be converted to pressure rising dp through the heat discharging of overcorrect by the factor providing on the output terminal at described characteristic curve 64
2, described pressure rising dp
2by the fuel quantity q of pre-spray
1, q
2and q
3burning cause.The equation of characteristic curve 68 simplification based on calculating from thermodynamic (al) heating process at this, in this equation, suppose, whole precombustion the last time the moment of pre-spray carry out when the crank angle A3 of pre-spray the last time in other words, and volume-variation equals zero in combustion process.Obtain pressure according to following formula thus and change dp
2:
Wherein
κ=polytropic index,
The volume in the moment at precombustion of V=firing chamber 14,
Δ Q=is by the caused heat release of burning of pre-spray.
In 70, pressure is changed to dp
2be added to pressure p
1upper, this just obtains the pressure p existing in firing chamber 14 after described pre-spray
3.
As described below by this result for ask for main injection time be engraved in the pressure that firing chamber 14 exists: first the crank angle A3 of last pre-spray is joined in characteristic curve 72, on the output terminal of this characteristic curve 72, obtains the volume in the moment of the pre-spray the last time of described firing chamber 14.The crank angle A4 that carries out main injection is joined in characteristic curve 72 equally, obtain thus the volume in the moment at main injection of firing chamber 14.By the division in 74, obtain in the combustion chamber volume in moment of main injection and the ratio between the combustion chamber volume in the moment of pre-spray the last time.This ratio is joined in characteristic curve 76, and this characteristic curve 76 is considered the physical interconnection that binding characteristic curve 48 is mentioned of changeable compression, pressure p when it is finished with pre-spray in 78 above
3multiply each other.Result is exactly the pressure p existing in the time that main injection starts
4.
To point out at this, also can replace characteristic curve shown in Figure 4 48,60,64,68,72 and 76 and use mathematical operation.But characteristic use can realize the more simple and more inexpensive design proposal of described control and controlling device 34.In addition, calculate described pre-spray time be engraved in firing chamber 14 in exist pressure time, can use correction factor, described correction factor is considered the actual operation point of internal-combustion engine 10 or other temperature of internal-combustion engine 10.These correction factors are advantageously multiplied each other with the output value of described characteristic curve 48.As has already been mentioned above the same, for calculate the pressure causing by the heat release of described pre-spray raise (characteristic curve 60) suppose, whole precombustion carried out when the crank angle A1 at the first pre-spray in other words in moment of the first pre-spray.Also can select as an alternative until main injection starts previous other moment.Also can study individually each pre-spray and raise for it calculates the independent pressure producing during in other words at independent crank angle in the independent moment.Also can compensate the impact of the thermal efficiency.
In addition, calculate the heat energy discharging in characteristic curve 60 time, can consider by the difference between described control and controlling device 34 specified emitted dose and actual ejection amount given in advance.Such difference occurs when be less than in principle by described control and controlling device 34 emitted dose given in advance in actual emitted dose.Then this difference can be applied in characteristic curve 60.If each time pre-spray has different amount deviations, can take in this by independent characteristic curve so if desired.
Referring now to Fig. 5 to until the pressure before rear injection changes makes an explanation.Use the rotation speed n that provided by described crankshaft sensor 42, specified emitted dose q4 for main injection as input parameter there
soll, crank angle A5, the crank angle A4 while carrying out main injection while carrying out rear injection
soll, the temperature T of the internal-combustion engine 10 that provided by described temperature transducer 40 and the pressure p 4 of trying to achieve in Fig. 4.
By rotation speed n and specified fuel quantity q4
solljoin in combined characteristic curve 80, this combined characteristic curve 80 is tried to achieve and provides crank angle A6 as output value under specific base condition on engine test stand, and the burning of described main injection amount finishes in the time of this crank angle A6.Described crank angle A6 is joined in characteristic curve 72, and what this characteristic curve 72 was exported firing chamber 14 that is to say the volume in the time that main injection finishes in the time of crank angle A6.Equally the crank angle A5 when the rear injection beginning is joined in characteristic curve 72, this characteristic curve 72 is exported the volume in the time of the crank angle of rear injection in other words of the moment in rear injection of firing chamber 14.In 82, described two volumes are placed in to proportionate relationship.This ratio is joined in characteristic curve 76, consider the changeable expansion between main injection and rear injection and export the expansion factor of corresponding scalar by this characteristic curve.
Also by the specified emitted dose q4 of described rotation speed n and main injection
solljoin in combined characteristic curve 84, while considering under current rotating speed crank angle A6 in the time that main injection finishes of heat release when the sprayed fuel quantity burning and output by this combined characteristic curve 84, corresponding pressure changes dp3.Same by the specified emitted dose q4 of described rotation speed n and main injection
solljoin in combined characteristic curve 86, this combined characteristic curve 86 is exported pressure reduction dp4.By this combined characteristic curve 86 consider current pressure in firing chamber 14 and in the time data (Bedatung) being set to combined characteristic curve 80 on engine test stand the difference between definite pressure.In addition consider current crank angle A4
sollwith when the establishment combined characteristic curve 84 on engine test stand predefined crank angle A4
refbetween difference.In the time that this tries to achieve at establishment combined characteristic curve 84 on engine test stand predefined crank angle A4
ref, method is by the specified fuel quantity q4 of described rotation speed n and main injection
solljoin in combined characteristic curve 88.In 90, form A4
refwith A4
sollbetween difference, and this difference is joined in characteristic curve 92, this characteristic curve 92 is exported weighting factor, this weighting factor multiplies each other with pressure reduction dp4 again in 94.Result is added on pressure reduction dp3 in 96.
Also carry out temperature correction at this: for this reason by the specified emitted dose q4 of described rotation speed n and main injection
solljoin in combined characteristic curve 98.This combined characteristic curve 98 is exported pressure reduction dp5.The impact that the temperature that this combined characteristic curve 98 is considered internal-combustion engine 10 is transmitted heat in the time of specific rotating speed and when specific main injection amount.Also by the specified fuel quantity q4 of described rotation speed n and main injection
solljoin in combined characteristic curve 100 these combined characteristic curve 100 output reference temperature T
ref, described reference temperature T
refthe temperature existing on engine test stand when asking for combined characteristic curve 84 when corresponding rotating speed and the corresponding specified emitted dose.In 102, form the temperature T and the temperature T that are detected by described temperature transducer 40
refbetween difference, and this difference is joined in characteristic curve 104, this characteristic curve 104 produces again weighting factor.This weighting factor is multiplied each other with pressure reduction dp5 in 106, and result is added to equally on pressure reduction dp3 in 108.Result is added in 110 in pressure p 4 to the pressure p 5 when this is created in main injection and finishes.
This pressure p 5 is multiplied each other with the output value of characteristic curve 76 (for the expansion factor of the scalar of changeable expansion) in 112, the pressure p 6 when this is just created in rear injection beginning.
Therefore described characteristic curve 92 and 104 is weighting characteristic curve in this regard, by described weighting characteristic curve, deviation dp4 and dp5 is carried out to scale.Express the receptance on corresponding operation point of described parameter by described combined characteristic curve 86 and 98.
Can be as follows make an explanation for the model that calculates the pressure existing in firing chamber 14 after main injection concerning another kind is unshowned: for such model, can suppose, the fuel mass spraying fully and accomplished in the situation that not relying on its angular orientation.In this case, can in the case of the changeable change of state above hypothesis, calculate in the time that main injection starts " theoretical pressure in firing chamber 14 ", wherein be suitable for again this point, i.e. burning is suddenly carried out, the end of burning thereby in the time that main injection starts.Combined characteristic curve 80 and 84 in Fig. 5 is replaced by such model, but this pressure that can not measure physically existing in firing chamber 14 when being first created in main injection and finishing.But again can be in the case of using the pressure calculating changeable expansion when the rear injection beginning from this " theoretic " pressure and affiliated crank angle.
In addition, if the fact shows, although described burning and relative heat release-air excess-also greatly depend on sucked air or other boundary conditions, should the correction term (combined characteristic curve or characteristic curve) for these input parameters quadrature to other so.
Claims (10)
1.
for the method for operation of combustion engine (10), wherein, try to achieve the parameter that is characterized in the pressure existing in firing chamber (14) within work cycle, it is characterized in that, said method comprising the steps of:
(a) try to achieve be characterized in that the suction valve (24) of described firing chamber (14) cuts out time be engraved in the parameter of the pressure existing in described firing chamber (14),
(b) try to achieve and characterize the parameter that pressure raises, described pressure rising is closed until the volume-variation before the first injection is caused from described suction valve (24) by described firing chamber (14),
(c) try to achieve in the case of using step (a) and result (b) parameter that characterizes the pressure directly existing before described the first injection, described method comprises the following steps extraly:
(d) try to achieve and characterize the parameter being raise by the caused pressure of burning of the first injection,
(e) try to achieve characterize by described firing chamber (14) spray the parameter of the caused pressure rising of volume-variation between other injection described first,
(f) in the case of using step (a) to try to achieve the parameter that characterizes the pressure directly existing before described other injection to the result of (e).
2.
by method claimed in claim 1, it is characterized in that, described the first injection is that pre-spray and/or described other injection are main injections and/or spray afterwards.
3.
by the method described in claim 1 or 2, it is characterized in that, in the time asking at least one triggering parameter of fuel injection system (26), the parameter that characterizes the pressure directly existing before injection is taken in.
4.
by method claimed in claim 3, it is characterized in that, in the time asking for triggering parameter, the known difference between specified emitted dose and actual ejection amount is taken in.
5.
by the method described in claim 1 or 2, it is characterized in that, in step (d), consider the temperature of described internal-combustion engine (10).
6.
by the method described in claim 1 or 2, it is characterized in that, in the case of using the parameter raising from trying to achieve the pressure that characterizes in step (d) experience associated, wherein use the rotating speed of described internal-combustion engine (10) and the parameter of specified emitted dose or equivalence as input parameter.
7.
by the method described in claim 1 or 2, it is characterized in that, described the first injection comprises repeatedly single injection, and supposes in step (d), whole burning was carried out a unique moment.
8.
by the method described in claim 1 or 2, it is characterized in that, described the first injection comprises repeatedly single injection, and tries to achieve parameter in step (d), and this parameter characterizes the summation changing by corresponding burning and by the pressure causing in the volume-variation between it.
9.
by the method described in claim 1 or 2, it is characterized in that, in step (d), consider the impact of crank angle, described first carries out while being injected in this crank angle.
10.
by the method described in claim 1 or 2, it is characterized in that, use at least one characteristic curve and/or the combined characteristic curve that is applicable to benchmark running state for trying to achieve parameter described at least one, and parameter is proofreaied and correct, and described parameter is considered at least one difference between described benchmark running state and actual motion state.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102008040323.7 | 2008-07-10 | ||
| DE102008040323A DE102008040323A1 (en) | 2008-07-10 | 2008-07-10 | Method for operating an internal combustion engine |
| PCT/EP2009/058685 WO2010003985A1 (en) | 2008-07-10 | 2009-07-08 | Method for operating an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102089510A CN102089510A (en) | 2011-06-08 |
| CN102089510B true CN102089510B (en) | 2014-07-02 |
Family
ID=40933535
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200980126570.2A Expired - Fee Related CN102089510B (en) | 2008-07-10 | 2009-07-08 | Method for operating an internal combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP2304207A1 (en) |
| CN (1) | CN102089510B (en) |
| DE (1) | DE102008040323A1 (en) |
| WO (1) | WO2010003985A1 (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6530361B1 (en) * | 1999-07-06 | 2003-03-11 | Hitachi, Ltd. | Compression ignition engine and control method thereof |
| CN1619128A (en) * | 2003-11-22 | 2005-05-25 | 罗伯特-博希股份公司 | Method and device for the determination of the pre-injection quantity in an injection system of an internal-combustion engine exhibiting a fuel quantity balance regulation |
| US7117830B1 (en) * | 2005-11-23 | 2006-10-10 | Ford Global Technologies, Llc | System and method for direct injection of gaseous fuel into internal combustion engine |
| DE102005059909A1 (en) * | 2005-12-15 | 2007-06-28 | Robert Bosch Gmbh | Method for controlling an internal combustion engine |
| WO2007104130A1 (en) * | 2006-03-10 | 2007-09-20 | Westport Power Inc. | Method of accurately metering a gaseous fuel that is injected directly into a combustion chamber of an internal combustion engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7506535B2 (en) * | 2007-04-24 | 2009-03-24 | Gm Global Technology Operations, Inc. | Method and apparatus for determining a combustion parameter for an internal combustion engine |
-
2008
- 2008-07-10 DE DE102008040323A patent/DE102008040323A1/en not_active Withdrawn
-
2009
- 2009-07-08 EP EP09780330A patent/EP2304207A1/en not_active Withdrawn
- 2009-07-08 WO PCT/EP2009/058685 patent/WO2010003985A1/en active Application Filing
- 2009-07-08 CN CN200980126570.2A patent/CN102089510B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6530361B1 (en) * | 1999-07-06 | 2003-03-11 | Hitachi, Ltd. | Compression ignition engine and control method thereof |
| CN1619128A (en) * | 2003-11-22 | 2005-05-25 | 罗伯特-博希股份公司 | Method and device for the determination of the pre-injection quantity in an injection system of an internal-combustion engine exhibiting a fuel quantity balance regulation |
| US7117830B1 (en) * | 2005-11-23 | 2006-10-10 | Ford Global Technologies, Llc | System and method for direct injection of gaseous fuel into internal combustion engine |
| DE102005059909A1 (en) * | 2005-12-15 | 2007-06-28 | Robert Bosch Gmbh | Method for controlling an internal combustion engine |
| WO2007104130A1 (en) * | 2006-03-10 | 2007-09-20 | Westport Power Inc. | Method of accurately metering a gaseous fuel that is injected directly into a combustion chamber of an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2010003985A1 (en) | 2010-01-14 |
| EP2304207A1 (en) | 2011-04-06 |
| CN102089510A (en) | 2011-06-08 |
| DE102008040323A1 (en) | 2010-01-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101644197B (en) | Method for controlling combustion noise in a compression-ignition engine | |
| CN102066727B (en) | Method and apparatus for controlling automotive internal combustion engine having direct fuel injection | |
| KR100732892B1 (en) | Device and method for controlling internal combustion engine | |
| CN101400887A (en) | Method of accurately metering a gaseous fuel that is injected directly into a combustion chamber of an internal combustion engine | |
| CN106156448B (en) | A kind of rebuffed on-line checking appraisal procedure of fuel oil | |
| CN102042110B (en) | Cylinder pressure measurement system and method | |
| CN101903636A (en) | Method and apparatus for monitoring recirculated exhaust gas in an internal combustion engine | |
| US20050050909A1 (en) | Temperature control device of evaporator | |
| CN101730793B (en) | Method and device for determining a control parameter for a fuel injector of an internal combustion engine | |
| US6236931B1 (en) | Method of controlling the direct injection of fuel into a combustion chamber of an internal combustion engine | |
| CN100497917C (en) | Pressure-accumulating jet system | |
| CN106103954A (en) | Fuel injection control system for explosive motor | |
| US7373238B2 (en) | Control system of internal combustion engine | |
| CN102144083A (en) | Method and device for correcting a temperature-dependent length change of an actuator unit disposed in the housing of a fuel injector | |
| CN102733979B (en) | Engine control system used for controlling engine performance | |
| CN102549252B (en) | Control device for internal combustion engine | |
| JP6439660B2 (en) | Combustion system estimation device and control device | |
| CN102733983B (en) | Engine correction system for correcting controlled variables of actuator | |
| US10113930B2 (en) | Method for determining the total pressure in the cylinder of an engine | |
| CN102089510B (en) | Method for operating an internal combustion engine | |
| JP5594825B2 (en) | Accumulated fuel injection device and control device therefor | |
| US20050279322A1 (en) | Method and control unit for creating an injection pulse width | |
| Bingqi et al. | Investigation of main injection quantity fluctuation due to pilot injection in high pressure common rail fuel injection system | |
| CN108291492A (en) | Method for running internal combustion engine | |
| CN101545409A (en) | System and method of controlling combustion phasing in an internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20140702 Termination date: 20200708 |