EP0533979A1 - Méthode de commande pour moteur à combustion interne en régime transitoire - Google Patents

Méthode de commande pour moteur à combustion interne en régime transitoire Download PDF

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Publication number
EP0533979A1
EP0533979A1 EP91116460A EP91116460A EP0533979A1 EP 0533979 A1 EP0533979 A1 EP 0533979A1 EP 91116460 A EP91116460 A EP 91116460A EP 91116460 A EP91116460 A EP 91116460A EP 0533979 A1 EP0533979 A1 EP 0533979A1
Authority
EP
European Patent Office
Prior art keywords
injection
internal combustion
combustion engine
value
calculated value
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.)
Granted
Application number
EP91116460A
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German (de)
English (en)
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EP0533979B1 (fr
Inventor
Björn Miener
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.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to EP19910116460 priority Critical patent/EP0533979B1/fr
Priority to DE91116460T priority patent/DE59101113D1/de
Publication of EP0533979A1 publication Critical patent/EP0533979A1/fr
Application granted granted Critical
Publication of EP0533979B1 publication Critical patent/EP0533979B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to a method for controlling an internal combustion engine during dynamic transition states according to the preamble of claim 1.
  • transient operation ie when the machine changes load, the load and speed parameters change between the two injections offset by 360 ° KW, on the basis of which the necessary injection time (and thus the amount of fuel to be injected) is calculated.
  • the actual need for a cylinder's fuel depends on the operating parameters during the intake process.
  • the most current parameters i.e. primarily the intake manifold pressure, which is a measure of the load and thus the filling of the cylinder, which can still be included in the calculation of the injection time, are the ones on which the last calculation before the intake process was based .
  • values that differ by 200% can occur between the calculated injection times per full crankshaft revolution (360 ° KW).
  • This deviation of the injection time also known as an update error, leads to a strong leaning of the fuel-air mixture in the case of positive load gradients, for example when the internal combustion engine is accelerating, and in the case of negative load gradients to a severe over-greasing of the fuel-air mixture, even over several work cycles of the internal combustion engine.
  • a basic fuel quantity to be injected must be increased or decreased compared to the conditions in the stationary operating state.
  • acceleration enrichment which provides additional fuel when there are positive load changes, or by reducing thrust when there are negative load changes, which are triggered by the throttle valve or load changes.
  • the object of the invention is to provide a method for controlling a multi-cylinder internal combustion engine during dynamic transition states, which, while maintaining the group injection, ensures great accuracy for the metering of a fuel quantity required for the respective load change.
  • the single figure shows in the form of a diagram the course of the intake manifold pressure p s of a cylinder over two work cycles (2 x 720 ° KW) of a four-cylinder internal combustion engine.
  • the four work cycles of expelling, suctioning, compressing and working are entered for the two working cycles under consideration.
  • the respective injection times offset by 360 ° KW are drawn in with the associated injection times t 1-t 1, for example calculated by an electronic control device without the inventive method, in the form of arrow symbols.
  • the mode of operation of the method according to the invention is explained using the example of a positive load change (acceleration) of the internal combustion engine.
  • the intake manifold pressure increases from approximately 300 millibars (mbar) to approximately 1000 mbar, a pressure that occurs at full load, that is to say the throttle valve is fully open, and corresponds to the ambient pressure.
  • the injection area considered to clarify the invention during the acceleration process extends over 1 1/2 crankshaft revolutions and is marked in the diagram with a curly bracket.
  • the theoretical engine demand for fuel in the case of group injection with two groups of cylinders corresponds to a quantity that is injected within 2 x 6 ms.
  • the internal combustion engine would be supplied once with an injection time of 12 ms per cylinder and working cycle. The actual quantity of fuel supplied to the internal combustion engine during the injection region under consideration is too small.
  • the first injection (t2 at 360 ° KW) lasted 2 ms
  • the second injection (t3 at 720 ° KW) took 6 ms, so that the internal combustion engine was supplied with fuel, which corresponds to a total injection time of 8 ms during the considered injection range.
  • too little fuel is supplied in accordance with an injection time of 4 ms, which leads to a strong thinning of the fuel-air mixture in the event of acceleration.
  • a correction of the group injection time is carried out according to the invention.
  • fuel is injected simultaneously into the intake pipes of each group twice per work cycle, the amount of which is determined by the partial values t i of the two injection times.
  • Each partial value is based on a calculated value t r , which indicates half the injection time at the current load. Every partial value is formed as the sum of the calculated value t r and the difference from the calculated value evaluated with a correction factor K. and the last partial value
  • the amount of fuel injected into the cylinder that ignites closest corresponds to the amount of fuel that would also be calculated and output in a sequential injection.
  • the correction is not carried out 100%, but the difference between the calculated value and the last partial value is assessed with a correction factor K ⁇ 1.
  • a correction factor of 0.8 has proven itself both for avoiding the control oscillation and for a correction of the group injection that is sufficient in practice.
  • fuel is supplied to the internal combustion engine, which corresponds to an injection time totaling 11.36 ms instead of the theoretically required 12 ms.
  • the group injection time can be corrected while maintaining the group injection method, which is less expensive than sequential injection, so that the update difference to the sequential injection is minimized.

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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)
EP19910116460 1991-09-26 1991-09-26 Méthode de commande pour moteur à combustion interne en régime transitoire Expired - Lifetime EP0533979B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP19910116460 EP0533979B1 (fr) 1991-09-26 1991-09-26 Méthode de commande pour moteur à combustion interne en régime transitoire
DE91116460T DE59101113D1 (de) 1991-09-26 1991-09-26 Verfahren zum Steuern einer Brennkraftmaschine während dynamischer Übergangszustände.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19910116460 EP0533979B1 (fr) 1991-09-26 1991-09-26 Méthode de commande pour moteur à combustion interne en régime transitoire

Publications (2)

Publication Number Publication Date
EP0533979A1 true EP0533979A1 (fr) 1993-03-31
EP0533979B1 EP0533979B1 (fr) 1994-03-02

Family

ID=8207201

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19910116460 Expired - Lifetime EP0533979B1 (fr) 1991-09-26 1991-09-26 Méthode de commande pour moteur à combustion interne en régime transitoire

Country Status (2)

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EP (1) EP0533979B1 (fr)
DE (1) DE59101113D1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4401087A (en) * 1980-04-03 1983-08-30 Nissan Motor Company, Ltd. Method and apparatus for engine control
EP0199181A2 (fr) * 1985-04-08 1986-10-29 Toyota Jidosha Kabushiki Kaisha Système d'injection de carburant pour moteur à combustion interne
US4961411A (en) * 1987-05-18 1990-10-09 Nissan Motor Company, Limited Fuel control apparatus

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4401087A (en) * 1980-04-03 1983-08-30 Nissan Motor Company, Ltd. Method and apparatus for engine control
EP0199181A2 (fr) * 1985-04-08 1986-10-29 Toyota Jidosha Kabushiki Kaisha Système d'injection de carburant pour moteur à combustion interne
US4961411A (en) * 1987-05-18 1990-10-09 Nissan Motor Company, Limited Fuel control apparatus

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 009, no. 014 (M-352)22. Januar 1985 & JP-A-59 162 333 ( TOYOTA JIDOSHA K.K. ) 13. September 1984 *

Also Published As

Publication number Publication date
EP0533979B1 (fr) 1994-03-02
DE59101113D1 (de) 1994-04-07

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