CN110300842B - Method for determining an injection quantity of an injector - Google Patents

Method for determining an injection quantity of an injector Download PDF

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CN110300842B
CN110300842B CN201780087196.4A CN201780087196A CN110300842B CN 110300842 B CN110300842 B CN 110300842B CN 201780087196 A CN201780087196 A CN 201780087196A CN 110300842 B CN110300842 B CN 110300842B
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injector
internal combustion
combustion engine
injection quantity
determined
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CN110300842A (en
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P.韦斯
C.巴德
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • 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
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/001—Measuring fuel delivery of a fuel injector
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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

Abstract

The invention relates to a method for determining an injection quantity of an injector associated with a cylinder of an internal combustion engine, wherein the internal combustion engine comprises at least two injectors, wherein in a first step an equalization of the injectors is performed and in a second step an absolute correction of the injectors is performed.

Description

Method for determining an injection quantity of an injector
Technical Field
The present application relates to a method for determining an injection quantity of an injector in an internal combustion engine.
Background
Injectors used in internal combustion engines are subject to wear and aging, so that the fuel mass actually injected by the injector during the service life of the injector may become increasingly distant from the target injection quantity specified for injection. An injection of a different quantity of fuel than the target injection quantity has a negative effect on the operation of the internal combustion engine, so that injectors with a deviating injection behavior should be identified and replaced as far as possible.
DE 102007010496 a1 discloses a method for identifying injectors which have a deviating injection behavior. In this case, it is provided that the rotational speed of the internal combustion engine is accelerated by increasing the target injection quantity of the injector from the idle rotational speed to the maximum speed in the range of the start test. The start test is carried out while the vehicle is stopped and repeated, with another injector of the internal combustion engine being switched off each time it is repeated. By comparing the rotational speed profiles thus obtained, it is possible to identify an injector that injects too much or too little fuel. However, it cannot be reliably determined in this way which injector should be replaced. It is only assumed that an injector which shows another behaviour than all the other injectors of the internal combustion engine is defective. With this method it is not possible to identify whether all other injectors are defective, whereas one of the deviating injectors may show a behavior similar to the target behavior as the only injector of the internal combustion engine. DE 102013212334 a1 discloses a method for determining an absolute injection quantity of an internal combustion engine. For this reason, as in DE 102007010496 a1, the rotational speed of the internal combustion engine of the stopped vehicle also gradually increases from the idling rotational speed to the maximum value. Subsequently, the rotational speed is reduced again to the idle rotational speed by switching off all injectors, wherein this reduction corresponds to a free deceleration of the internal combustion engine. Since the speed at which the rotational speed is reduced represents a measure of the internal friction and inertia of the internal combustion engine, a formula can be formulated by means of an evaluation of the slope of the trend of the reduced rotational speed and an evaluation of the slope of the increased rotational speed during the start
Figure 584454DEST_PATH_IMAGE001
The total injection amount is calculated. f (zn) represents a constant which represents not only the efficiency of the internal combustion engine but also its moment of inertia. n _ max is the maximum rotational speed, n _ min is the idling rotational speed, a1 is the slope of the rising part of the rotational speed profile, and a2 is the slope of the falling part of the rotational speed profile.
The method for determining the injection quantity of an injector, in which the individual injectors of an internal combustion engine are switched off, has the following disadvantages, namely: the vibration acting on the crankshaft of the internal combustion engine is generated from the non-ignition of each cylinder, so that accurate determination of the injection quantity of the injector becomes difficult.
Disclosure of Invention
In contrast, the method according to the invention for determining the injection quantity of an injector, which is assigned to a cylinder of an internal combustion engine, wherein the internal combustion engine comprises at least two injectors, has the advantage that: in a first step, the injector is equalized, and in a second step, the injector is corrected absolutely.
In the following, it should be assumed that each cylinder of the internal combustion engine has exactly one injector and that the method according to the invention is carried out when the vehicle is stopped, for example, in the region of a maintenance stop.
Advantageously, said equalizing comprises: an individual injector correction value for the injection quantity of each injector of the internal combustion engine is determined.
Advantageously, the start test is carried out for determining the correction value of the individual injector. The starting test in the sense of the invention is the acceleration of the internal combustion engine starting from idle speed to maximum speed. All cylinders of the internal combustion engine are ignited.
Advantageously, the absolute correction comprises: the total injection amount is found and compared with the target total injection amount.
Advantageously, the total injection quantity is determined using the slope of the speed trend.
Advantageously, the speed profile is a speed profile of a start test, wherein the total injection quantity is determined from a first slope characterizing a start phase of the internal combustion engine and from a second slope characterizing a free-fall phase of the internal combustion engine.
Advantageously, the absolute correction is only carried out if the acceleration contribution of the injector during the start test meets the equalization criterion. The term "degree of acceleration contribution of the injector" is intended to mean the contribution of the respective ignited cylinder to the acceleration of the internal combustion engine during the start test. With a known crankshaft position and/or camshaft position of the internal combustion engine, each contribution to the acceleration of the internal combustion engine can be assigned to a cylinder and thus also to an injector. The "equalization criterion" can mean, in particular, a check whether all acceleration contributions lie within a predeterminable tolerance band around the mean value of the acceleration contributions.
Advantageously, the equalization by means of the injector causes the acceleration contribution of the injector to meet the equalization criterion. In an advantageous development, the target injection quantity of the individual injector is corrected with the correction value of the individual injector as a magnitude.
It is advantageous to deduce from the determined injection quantity of the injector whether the injector should be replaced.
An apparatus is advantageous which is set up to carry out each step of the method according to the invention. In particular, the device can be a control unit or a diagnostic device of the vehicle, which is directly or indirectly connected to the sensor and the injector of the internal combustion engine in the context of carrying out the method according to the invention.
A computer program is advantageous, which is configured to: in particular, each step of the method according to the invention is carried out when it is also operated in a control unit.
Furthermore, a storage medium holding the computer program and an electronic control unit including the storage medium are advantageous.
Drawings
An embodiment of the invention is explained in detail below with the aid of the drawings. Here:
FIG. 1 shows a schematic representation of the flow of an embodiment of the method according to the invention;
fig. 2 shows a schematic representation of the temporal profile of the individual correction values for the injection quantities determined by the method according to the invention.
Detailed Description
Fig. 1 shows a schematic flow diagram of an embodiment of the method according to the invention. The exemplary embodiments of the method according to the invention, which are described in more detail below, are used in an internal combustion engine which is installed in a motor vehicle and is controlled by an electronic control unit. The rotational speed of the internal combustion engine is detected by means of a rotational speed sensor and is used by an electronic control unit. The motor position is determined by means of suitable sensor devices. The electronic control unit calculates an injection quantity and/or an actuation duration for an injector of the internal combustion engine and actuates the injector accordingly. The exemplary embodiments of the method according to the invention, which are described in more detail below, are carried out by an electronic control unit, which, in an advantageous refinement, can be connected to a diagnostic unit outside the vehicle.
The method starts in step 100. Step 110 is then performed.
In step 110, the internal combustion engine is started. For this purpose, the individual cylinders of the internal combustion engine are charged with fuel, so that a homogeneous acceleration of the internal combustion engine takes place during the start of a plurality of operating cycles of the internal combustion engine. The rotational speed of the internal combustion engine is thus increased from a starting value corresponding to the idling rotational speed to a maximum value. The starting value of the rotational speed and the maximum value of the rotational speed are detected by the sensor and stored for later use by the controller. After the maximum rotational speed has been reached, the internal combustion engine is braked again by its internal friction without fuel injection (abbremsen) until the rotational speed again reaches the value of the idling rotational speed. By measuring the time at which the start of the engine is initiated, the maximum speed is reached and the idle speed is reached again, a first gradient of the speed profile that describes the start of the engine speed and a second gradient of the speed profile that describes the braking of the internal combustion engine are calculated and stored. Step 120 is then performed. The amount of fuel injected into each cylinder in step 110 is determined by the electronic control unit. For this reason, the target injection amount is corrected with the correction value of the individual injector held in the memory of the electronic control unit as a magnitude. The correction values for the individual injectors are updated by means of the method steps described below. Before the first pass of the method, the individual correction value for each injector is zero.
In step 120, the acceleration contribution of the individual cylinder is assigned to each cylinder of the internal combustion engine. For this purpose, it is determined, for example, by means of the known motor position, which cylinder contributes with a given degree of contribution to the acceleration of the internal combustion engine, by the cylinder being in the expansion stroke in a manner temporally matched to the acceleration. Each individual acceleration component that can be seen in the course of the starting speed can therefore be assigned to a cylinder and thus to an injector. Step 130 is then performed.
In step 130, an average is formed for each injector by the acceleration contribution that is adjunctively sought in step 120. Thus, for each injector, there is an average value that is unique to the injector. The average value specific to the injector is stored. Step 140 is then performed.
In step 140, the total acceleration average is calculated by averaging the accelerations for all individual injectors. The average value of the total acceleration is stored. Step 150 is then performed.
In step 150, the difference between the average of the accelerations of the individual injectors belonging to the injector and the average of the total accelerations calculated in step 140 is calculated for each injector. This difference forms a deviation that is characteristic of the injector. Step 160 is then performed.
In step 160, the deviations specific to each injector are converted into individual correction values for the injection quantity by means of a calibration distribution (kalibrationzurdnung). The individual correction values for the injection quantity are stored and made available for the further processing of the method (Durchl ä ufe). Step 170 is then performed.
In step 170, it is checked whether all of the mean values specific to the injectors determined in step 130 are similar within a predefinable tolerance. For this purpose, it can be checked whether the mean value specific to the injector lies within a tolerance band that can be specified around the mean value of the total acceleration calculated in step 140. If this is the case, then the process continues with step 180. If this is not the case, then proceed with step 110.
In step 180, a starting value n _ min of the rotational speed and a maximum value n _ max of the rotational speed are used, as well as the first gradient (α 1) and the second gradient (a 2) determined in step 110, according to the formula
Figure 433418DEST_PATH_IMAGE002
The total injection amount M _ inj is calculated. f (zn) represents a constant which represents not only the efficiency of the internal combustion engine but also its moment of inertia. The values for f (zn) can be stored, for example, in a memory of the electronic control unit.
If the calculated total injection amount corresponds to the target total injection amount, the method ends in step 200. If the calculated total injection quantity does not correspond to the target total injection quantity, an absolute correction value is derived from the comparison of the total injection quantity with the target total injection quantity, which is settled in such a way as to be added to the correction value for each individual injector. The correction values for the new individual injectors are saved. Step 110 is then performed.
Fig. 2 shows a schematic representation of the temporal profile of the correction values (31, 32, 33, 34) for individual injectors for the injection quantities of an internal combustion engine having four cylinders, which is determined using the above-described exemplary embodiment of the method according to the invention.
The temporal profile of the individual correction values 31, 32, 33, 34 of the injectors is shown in a two-dimensional plane, which is spanned by the first axis (20) and the second axis (10). The first axis (20) corresponds to the time axis (20), and the second axis (10) represents the magnitude of the correction value specific to the injector. Line 31 represents the time course of the correction value which is specific to the injector of the injector associated with the first cylinder. The line 32 represents the temporal course of the correction value which is specific to the injector of the injector associated with the second cylinder. The line 33 represents the temporal course of the correction value which is specific to the injector of the injector associated with the third cylinder. Line 34 represents the temporal profile of the correction value which is characteristic of the injector associated with the injector of the fourth cylinder.
At the beginning of the method according to the exemplary embodiment described above, the injector-specific correction values are zero for each injector, i.e. the lines (31, 32, 33, 34) representing the injector-specific correction values have a common point of intersection with the first axis (20). This intersection point defines the time t 0. The equalization of the injectors is first carried out so that each injector is assigned an individual correction value, which in the exemplary embodiment shown is not equal to zero. The equalization is performed again at time t1 with the correction value for the individual injector. The repetition of the equalization and thus the updating of the correction values of the individual injectors is carried out until the acceleration contribution of the injectors meets the equalization criterion. In the illustrated embodiment, this is the case at time t3, so that the absolute correction of the injection quantity is performed immediately after the equalization. At time t3, the correction value for the new individual injector is shown, which also contains the contribution of the absolute correction (40).
The exemplary embodiment of the method according to the invention is subsequently repeated until the calculated total injection quantity corresponds to the target total injection quantity, wherein the correction values for the individual injectors are updated at each repetition, which is represented by the numerical values of the correction values for the individual injectors at times t4, t5 and t 6.

Claims (12)

1. Method for determining the injection quantity of an injector associated with a cylinder of an internal combustion engine, wherein the internal combustion engine comprises at least two cylinders and at least two injectors, characterized in that in a first step the injector is equalized in such a way that all acceleration contributions of the injector lie within a predeterminable tolerance band around the mean value of the acceleration contributions in a start test, and in a second step an absolute correction of the injector is carried out.
2. The method of claim 1, wherein the equalizing comprises: a correction value for each individual injector of the injection quantity of each injector of the internal combustion engine is determined.
3. Method according to claim 2, characterized in that a start test is carried out for determining the correction value for individual injectors.
4. The method according to any one of claims 1 to 3, wherein the absolute correction comprises: a total injection quantity is determined and compared to a target total injection quantity.
5. Method according to claim 4, characterized in that the total injection quantity is determined using the slope of the rotational speed profile.
6. The method according to claim 5, characterized in that the speed profile is a speed profile of a start test, wherein the total injection quantity is determined from a first slope characterizing a start phase of the internal combustion engine and from a second slope characterizing a free-fall phase of the internal combustion engine.
7. The method according to claim 4, characterized in that the absolute correction is only performed if the acceleration contribution of the injector at the start-up test meets an equalization criterion.
8. The method according to claim 7, characterized in that the equalization by means of the injector causes the acceleration contribution of the injector to meet an equalization criterion.
9. A method according to any one of claims 1 to 3, characterized in that it is concluded from the determined injection quantity of the injector whether the injector is to be replaced.
10. Apparatus set up to perform each step of the method according to any one of claims 1 to 9.
11. Storage medium on which a computer program is stored, the computer program being set up to perform each step of the method according to any one of claims 1 to 9.
12. An electronic control unit comprising the storage medium of claim 11.
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PCT/EP2017/076500 WO2018114081A1 (en) 2016-12-23 2017-10-17 Method for determining an injection quantity of an injector

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