EP0170891B1 - Procédé et dispositif de régulation particulière de chaque groupe de cylindres d'un moteur à plusieurs cylindres - Google Patents

Procédé et dispositif de régulation particulière de chaque groupe de cylindres d'un moteur à plusieurs cylindres Download PDF

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Publication number
EP0170891B1
EP0170891B1 EP85108335A EP85108335A EP0170891B1 EP 0170891 B1 EP0170891 B1 EP 0170891B1 EP 85108335 A EP85108335 A EP 85108335A EP 85108335 A EP85108335 A EP 85108335A EP 0170891 B1 EP0170891 B1 EP 0170891B1
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EP
European Patent Office
Prior art keywords
cylinders
internal combustion
combustion engine
groups
injection
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
Application number
EP85108335A
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German (de)
English (en)
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EP0170891A2 (fr
EP0170891A3 (en
Inventor
Ferdinand Dipl.-Ing. Grob
Josef Dipl.-Ing. Wahl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
OFFERTA DI LICENZA AL PUBBLICO;AL PUBBLICO
Original Assignee
Robert Bosch GmbH
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Publication date
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Publication of EP0170891A2 publication Critical patent/EP0170891A2/fr
Publication of EP0170891A3 publication Critical patent/EP0170891A3/de
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Publication of EP0170891B1 publication Critical patent/EP0170891B1/fr
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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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • 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
    • F02D41/1408—Dithering techniques

Definitions

  • the invention is based on a method and a device for controlling a multi-cylinder internal combustion engine and a device for carrying out the method according to the preamble of the main claim and the secondary claim.
  • a device has already been described in DE-A-2941 977 and in parallel application US-A-43 42 097.
  • a test signal generator for varying the metered fuel quantity and a sensor for detecting the size to be optimized are used and, based on a torque signal, the maximum power or the minimum specific fuel consumption is determined depending on the load area of the internal combustion engine.
  • the main advantage of the invention is a reduced fuel consumption of the internal combustion engine while maintaining good exhaust gas values despite larger permissible tolerances in the injection valves and in the filling of the individual cylinders. Furthermore, it proves to be advantageous that, according to the invention, that lambda is set for each cylinder at which the cylinder in question operates at its optimum efficiency. For a given engine design and for given operating conditions, the engine can thus be operated in the range of the theoretically minimal fuel consumption.
  • FIG. 1 and 2 show diagrams of an arbitrarily assumed torque curve of the cylinders of an internal combustion engine to explain the method according to the invention
  • FIG. 1 shows an embodiment of the device for carrying out the method
  • FIG. 4 shows a flow diagram to explain the mode of operation of the embodiment of FIG. 3.
  • FIG. 5 shows a time diagram
  • FIG. 6 shows a time diagram to explain the application of the method to a multi-cylinder internal combustion engine with only a single injection valve.
  • the total torque as the sum of the individual torques is not plotted in all the other figures, but rather the total torque divided by the number of cylinders.
  • the injection time is included in these curves as a parameter.
  • the cylinder-specific injection quantities are varied in opposite directions until the torque variations assume a minimum due to the wobbling of the injection times.
  • the essential boundary condition of this method is to keep the sum of the individual injection times constant so that the operating point of the internal combustion engine as well as the average exhaust gas composition are preserved.
  • the results of such a cylinder-specific optimization process are plotted in FIG. 1b.
  • FIG. 2a the single-cylinder torque curves and the cylinder-related total torque curve are plotted analogously to FIG. 1a. It was assumed that cylinders 1, 2 and 3 have the same filling and, accordingly, the same torque curves M 123 . By contrast, cylinder 4 works with a low degree of filling; so that the maximum torque is only reached with larger throttle valve positions a or air volumes.
  • the arbitrarily assumed single-cylinder torque curves should satisfy the following equations:
  • the optimization process now proceeds in such a way that the injection times or quantities (T, + T 2 ) for cylinders 1 and 2 are wobbled in opposite directions to the injection times (T 3 + T 4 ) for cylinders 3 and 4.
  • the boundary condition that the sum of all four injection times should remain unchanged must also be observed here.
  • the wobbling of the injection quantity in connection with a phase analysis of the output signal for the torque or the speed of the internal combustion engine serves to determine the direction of the required adjustment of the mean values of (T, + T 2 ) and (T 3 + T 4 ) such that there is a maximum torque, ie the torque modulation goes to zero.
  • the determined ratio values of the injection quantities T 1 , T 2 and T 3 , T 4 are first stored.
  • the process described is now repeated in the same way for two further cylinder groups or cylinders.
  • the absolute torque maximum or the absolute minimum specific fuel consumption is set for the relevant operating point of the internal combustion engine after a few steps.
  • the result can, for example, be recorded in a learning map. It is therefore necessary to change the cylinder groups or individual cylinders since only the ratio of two fuel injection quantities can be determined by each individual optimization process.
  • four unknowns, namely four injection times have to be determined. It is therefore necessary to repeat the optimization process three times, so that three different injection time ratios are obtained for different cylinders or groups of cylinders.
  • the fourth condition is that the sum of all injection times must have a constant value.
  • Such iterative methods for solving coupled systems of equations are well known per se, so that the person skilled in the art can also easily carry out the method according to the invention iteratively.
  • T constant implicitly included.
  • FIG. 3 shows the circuit structure of a device for carrying out the described optimization process.
  • a microcomputer 50 the components CPU 51, RAM 52, ROM 53, timer 54, first input / output unit 55 and second input / output unit 56 are connected to one another via an address and a data bus 57.
  • An oscillator 58 is used to time the program sequence in the microcomputer 50, which is connected on the one hand directly to the CPU 51 and on the other hand via a divider 59 to the timer 54.
  • the signals of an exhaust gas probe 63, a speed sensor 64 and a reference mark sensor 65 are fed to the first input / output unit 55 via conditioning circuits 60, 61 and 62, for example.
  • the battery voltage 66, the throttle valve position 67, the cooling water temperature 68 and the output signal of the torque transmitter 69 are provided as further input variables. If the torque of the internal combustion engine is obtained directly from the speed, the speed sensor 64 could also be used to detect the torque.
  • the input variables are connected to a series circuit comprising a multiplexer 74 and an analog-to-digital converter 75 via associated conditioning circuits 70, 71, 72 and 73.
  • the function of the multiplexer 74 and the analog-digital converter 75 can be implemented, for example, by the 0809 module from National Semiconductors.
  • the multiplexer 74 is controlled via a line 76 starting from the first input / output unit 55.
  • the second input / output unit 56 controls injection valves 78 of the internal combustion engine via power output stages 77.
  • the fuel is an injection system with one injection valve per cylinder or an injection system with a single injection valve arranged in the air intake duct of the internal combustion engine.
  • the cylinder-specific optimization of the fuel metering or the efficiency takes place by means of the subroutine T m .
  • the injection times T , 10 , T , 30, for example of cylinders 1 and 3 of the internal combustion engine are swept in opposite directions by the amount AT.
  • the individual cylinder injection times are changed in accordance with the result of the comparison under the boundary condition of a constant total injection time.
  • the cylinder-specific injection times are modified accordingly after a new phase comparison.
  • the sum of the injection times here for example T ,, and T, 3 takes on a constant value.
  • the wobble signals are plotted using the example of an optimization process for the injection times T-, T, 3 and the associated torque or speed signals.
  • the injection time T increased by the amount ⁇ T and the injection time T, 3 decreased by the amount AT.
  • the reaction of the internal combustion engine to these modified injection times can manifest itself in an increase or decrease in torque.
  • the injection time T. (T 3 ) is increased (decreased) or decreased (increased) under the boundary condition a constant total injection time (T ,. + T 3 ).
  • the optimization process continues in this manner. that the injection time T ..
  • phase of the torque change of the internal combustion engine also changes accordingly.
  • digital filters as described in the German application P 3 403 304.7, can advantageously be used.
  • the first injection pulse is sprayed off at a time selected in such a way that after the running time (injection valve - intake valve) it reaches the intake valve of the 4th cylinder exactly at the time of opening. Accordingly, the 2nd injection pulse appears in the second cylinder.
  • the injection quantity assigned to the individual cylinder can now be varied. Again, the injection pulses belonging to two cylinders or cylinder groups are swept in opposite directions and varied in opposite directions on average so that, as already described, a maximum torque results.
  • the lambda in which the cylinder in question can be set can now be set for each cylinder in his we efficiency degree works. Since, without optimization, the tolerances A Lambda in the lambda value from cylinder to cylinder can easily be A Lambda - 0.1, a significantly smaller fluctuation range can be expected after optimization. A smaller fluctuation range of the lambda value from cylinder to cylinder would also bring advantages in the dimensioning of the catalytic converter, since today's catalytic converters are constructed quite voluminously because of this fluctuation range in order to average over several combustion cycles of the internal combustion engine.

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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)

Claims (14)

1. Procédé de régulation des paramètres de fonctionnement d'un moteur à combustion interne à plusieurs cylindres pour l'optimisation de son rendement, selon lequel on fait varier le rapport air/carburant (indice d'air) des groupes de cylindres du moteur à combustion interne, caractérisé par les étapes de processus suivantes :
a) une première étape dans laquelle on génère des signaux dépendant du temps pour influer sur l'indice d'air À d'au moins deux mélanges propulsifs alimentant des groupes de cylindres comprenant au choix un cylindre du moteur à combustion interne de telle sorte que l'indice d'air soit modifié de façon propre à chaque cylindre et que l'indice d'air moyen du mélange propulsif alimentant tous les cylindres soit maintenu au moins sensiblement constant ;
b) une deuxième étape avec un calcul de la réaction du moteur à combustion interne se manifeste par une variation des paramètres de sortie se trouvant en relation avec le taux d'efficacité sur les signaux issus de la première étape, le paramètre de sortie du couple ou de la vitesse de rotation du moteur à combustion interne sont à prendre en considération et
c) une troisième étape avec une sensibilité du rendement du moteur à combustion interne des groupes de cylindres individuels dans le sens d'une optimisation du rendement en fonction des résultats de la deuxième étape.
2. Procédé selon la revendication 1, caractérisé en ce que dans la troisième étape, l'indice d'air propre à des groupes de cylindres varie pour chacun de ces groupes.
3. Procédé selon la revendication 2, caractérisé en ce que l'indice d'air propre à des groupes de cylindres varie à contre-sens.
4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que la variation d'un paramètre de sortie en tant que réaction du moteur à combustion interne sur la première étape est comparée à une valeur de seuil.
5. Procédé selon l'une des revendications 1 à 4, caractérisé par l'utilisation répétée sur des groupes de cylindres différents, le nombre de répétition étant déterminé au moins par le nombre de cylindres.
6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que les groupes de cylindres sont combinés à des cylindres différents, le nombre de combinaisons étant déterminé au moins par le nombre de cylindres.
7. Procédé selon l'une des revendications 1 à 6, caractérisé en ce que dans la première étape l'indice d'air À est influencé de façon propre à un cylindre par la variation des quantités de carburant alimentant les groupes de cylindres lors d'une amenée d'air sensiblement constante.
8. Procédé selon la revendication 7, caractérisé en ce qu'on fait agir l'alimentation en carburant au moyen d'au moins une soupape d'injection et varier par la durée d'injection ou À la durée d'injection et le moment de l'injection.
9. Procédé selon l'une des revendications 4 à 8, caractérisé en ce que après une chute de la variation des paramètres de sortie du moteur à combustion interne en dessous de la valeur de seuil, l'amplitude des signaux dépendant du temps ou des valeurs X propres à des groupes de cylindres, la durée d'injection est mémorisée.
10. Procédé selon la revendication 8, caractérisé en ce que les durées ou les moments d'injection propres à des groupes de cylindres sont modifiés à contre-sens, de sorte que les durées globales d'injection en tant que somme des durées d'injection des cylindres individuels adoptent une valeur constante.
11. Procédé selon l'une des revendications 1 à 10, caractérisé en ce que l'indice d'air du mélange propulsif alimentant le moteur à combustion interne est piloté par un champ caractéristique.
12. Procédé selon la revendication 11, caractérisé en ce que les valeurs du champ caractéristique sont adaptables de façon propre aux groupes de cylindres.
13. Procédé selon l'une des revendications 1 à 12, caractérisé en ce que l'indice d'air moyen du mélange propulsif alimentant tous les cylindres peut être régulé à une valeur réglable en fonction des paramètres de fonctionnement.
14. Dispositif pour la mise en oeuvre du procédé selon au moins une des revendications précédentes, avec un microcalculateur et des dispositifs périphériques pour l'optimisation du rendement d'un moteur à combustion interne, caractérisé en ce qu'une première fonction pour la production de signaux de temps pour agir sur l'indice d'air du mélange propulsif alimentant au moins deux groupes de cylindres comprenant au choix chacun au moins un cylindre du moteur à combustion interne de telle sorte que l'indice d'air soit modifié de façon propre à un groupe de cylindres et que l'indice d'air moyen du mélange propulsif alimentant tous les cylindres soit maintenu pratiquement constant, une deuxième fonction pour le calcul de la réaction du moteur à combustion interne se manifestant par une variation d'un paramètre de sortie en relation avec le rendement, sur les signaux de la première fonction x où le signal de sortie est la vitesse de rotation ou le couple du moteur à combustion interne, et une troisième fonction pour agir sur le rendement d'un groupe de cylindres individuels du moteur à combustion interne en fonction des résultats de la deuxième fonction dans le sens d'une optimisation du rendement.
EP85108335A 1984-08-10 1985-07-05 Procédé et dispositif de régulation particulière de chaque groupe de cylindres d'un moteur à plusieurs cylindres Expired EP0170891B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843429525 DE3429525A1 (de) 1984-08-10 1984-08-10 Verfahren zur zylindergruppenspezifischen regelung einer mehrzylindrigen brennkraftmaschine und vorrichtung zur durchfuehrung des verfahrens
DE3429525 1984-08-10

Publications (3)

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EP0170891A2 EP0170891A2 (fr) 1986-02-12
EP0170891A3 EP0170891A3 (en) 1986-12-30
EP0170891B1 true EP0170891B1 (fr) 1989-01-11

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EP85108335A Expired EP0170891B1 (fr) 1984-08-10 1985-07-05 Procédé et dispositif de régulation particulière de chaque groupe de cylindres d'un moteur à plusieurs cylindres

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US (1) US4718015A (fr)
EP (1) EP0170891B1 (fr)
JP (1) JPH0663478B2 (fr)
AU (1) AU573870B2 (fr)
BR (1) BR8503773A (fr)
DE (2) DE3429525A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
US10179886B2 (en) 2016-05-17 2019-01-15 Afton Chemical Corporation Synergistic dispersants

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JP2589078B2 (ja) * 1987-01-31 1997-03-12 マツダ株式会社 多気筒エンジンの空燃比制御装置
US4869222A (en) * 1988-07-15 1989-09-26 Ford Motor Company Control system and method for controlling actual fuel delivered by individual fuel injectors
JPH02301644A (ja) * 1989-05-15 1990-12-13 Japan Electron Control Syst Co Ltd 内燃機関の燃料供給制御装置における気筒別誤差検出装置，気筒別学習装置及び気筒別診断装置
US4962741A (en) * 1989-07-14 1990-10-16 Ford Motor Company Individual cylinder air/fuel ratio feedback control system
US5129379A (en) * 1989-09-06 1992-07-14 Hitachi, Ltd. Diagnosis system and optimum control system for internal combustion engine
DE3929746A1 (de) * 1989-09-07 1991-03-14 Bosch Gmbh Robert Verfahren und einrichtung zum steuern und regeln einer selbstzuendenden brennkraftmaschine
US5515828A (en) * 1994-12-14 1996-05-14 Ford Motor Company Method and apparatus for air-fuel ratio and torque control for an internal combustion engine
US6243618B1 (en) 1997-10-30 2001-06-05 Honda Giken Kogyo Kabushiki Kaisha Method of marking number or the like and apparatus for marking the same
SE524108C2 (sv) * 2002-11-26 2004-06-29 Scania Cv Abp Metod för att styra bränsletillförseln till en förbränningsmotor
DE102005027650B4 (de) * 2005-06-15 2018-02-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102006011723B3 (de) * 2006-03-14 2007-08-23 Siemens Ag Adaptionsverfahren für Streuungen in zylinderselektiven Einspritzmengen einer Direkteinspritzanlage und Verfahren zur zylinderselektiven Einspritzsteuerung
WO2008026900A1 (fr) * 2006-09-01 2008-03-06 Mosomoto Co., Ltd. Appareil permettant d'économiser du carburant
DE102012020489B4 (de) 2012-10-10 2014-04-30 Mtu Friedrichshafen Gmbh Verfahren zur Angleichung eines Einspritzverhaltens von Injektoren in einem Verbrennungsmotor, Motorsteuergerät und System zur Angleichung eines Einspritzverhaltens

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CA1119493A (fr) * 1978-07-21 1982-03-09 Mamoru Fujieda Systeme d'injection de carburant pour moteurs a combustion interne
JPS6024299B2 (ja) * 1978-07-21 1985-06-12 株式会社日立製作所 最適燃料供給制御装置
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10179886B2 (en) 2016-05-17 2019-01-15 Afton Chemical Corporation Synergistic dispersants
US10494583B2 (en) 2016-05-17 2019-12-03 Afton Chemical Corporation Synergistic dispersants

Also Published As

Publication number Publication date
JPH0663478B2 (ja) 1994-08-22
DE3567502D1 (en) 1989-02-16
US4718015A (en) 1988-01-05
AU4527685A (en) 1986-02-13
EP0170891A2 (fr) 1986-02-12
EP0170891A3 (en) 1986-12-30
JPS6149152A (ja) 1986-03-11
AU573870B2 (en) 1988-06-23
BR8503773A (pt) 1986-05-20
DE3429525A1 (de) 1986-02-20

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