EP0579967B1 - Method and apparatus to establish the fuel quantity fed to an internal combustion engine - Google Patents

Method and apparatus to establish the fuel quantity fed to an internal combustion engine Download PDF

Info

Publication number
EP0579967B1
EP0579967B1 EP93109928A EP93109928A EP0579967B1 EP 0579967 B1 EP0579967 B1 EP 0579967B1 EP 93109928 A EP93109928 A EP 93109928A EP 93109928 A EP93109928 A EP 93109928A EP 0579967 B1 EP0579967 B1 EP 0579967B1
Authority
EP
European Patent Office
Prior art keywords
signal
fuel quantity
signals
fuel
coming
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 - Lifetime
Application number
EP93109928A
Other languages
German (de)
French (fr)
Other versions
EP0579967A3 (en
EP0579967A2 (en
Inventor
Gerhard Stumpp
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0579967A2 publication Critical patent/EP0579967A2/en
Publication of EP0579967A3 publication Critical patent/EP0579967A3/xx
Application granted granted Critical
Publication of EP0579967B1 publication Critical patent/EP0579967B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • 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
    • F02D35/0007—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using electrical feedback
    • 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
    • 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
    • F02D2200/0602—Fuel pressure
    • 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

Definitions

  • the invention relates to a method and a device for determining the amount of fuel supplied to an internal combustion engine according to the preambles of the independent claims.
  • an electronic control device for an internal combustion engine with auto-ignition which comprises an injection nozzle and a nozzle needle moving therein.
  • An encoder scans the position or the movement of the nozzle needle in the injection nozzle and generates a corresponding scanning signal.
  • an evaluation circuit determines an injection duration signal which indicates the duration of the fuel injection into the internal combustion engine and with which the amount of fuel can be determined. This amount of fuel is used as a load signal for an operating parameter-dependent specification of the start of injection and / or the exhaust gas recirculation rate.
  • this signal does not exactly reflect the amount of fuel actually injected. This inaccuracy of the fuel quantity in turn causes an increased exhaust gas emission due to the imprecise exhaust gas recirculation or the start of injection.
  • a device which comprises a piezo pressure transmitter which measures the duration of the injection.
  • the measured values are superimposed by two piezo pressure transmitters.
  • a further device for detecting the amount of fuel supplied to the combustion chambers of a diesel engine comprises a pressure sensor which detects the pressure in the pump element and a circuit arrangement which determines the fuel quantity on the basis of the signal from the pressure sensor.
  • this device Due to changes or variations in the nozzle opening pressure or the closing pressure of the injection valve, this device also provides insufficient fuel quantity accuracy. In particular, drift phenomena occur in such fuel metering systems, due to which the association between the detected signal and the amount of fuel actually injected changes during the operation of the internal combustion engine.
  • the solenoid valve closing time is used as the fuel quantity.
  • the invention has for its object to provide a method and device for determining the amount of fuel supplied to an internal combustion engine of the type mentioned, with which a drift-free, very precise amount of fuel can be determined.
  • a drift-free fuel quantity can be provided by means of the device according to the invention and the method according to the invention.
  • An internal combustion engine 100 receives fuel from a fuel pump 110 via a fuel line.
  • An actuator 120 determines the fuel quantity supplied to the internal combustion engine 100 as a function of a control signal T i .
  • a control device 130 provides the control signal T i .
  • the control device 130 processes signals from various sensors 150. These sensors 150 provide at least one speed and one fuel temperature signal. Furthermore, the control device 130 is supplied with the output signals from sensors 160, 164 and 168.
  • the output signals of these sensors arrive at averaging 134 and from there to a quantity calculation 136.
  • This quantity calculation 136 further processes the output signals of the sensors 150.
  • the control circuit 132 calculates the control signals T i on the basis of the sensor signals.
  • the output signal of the quantity calculation 136 is available for further control devices 140.
  • These further control devices 140 influence e.g. the exhaust gas recirculation rate, the start of spraying or the maximum permissible amount of fuel to be injected.
  • the sensors 160, 164 and 168 provide signals from which the injected fuel quantity can be calculated.
  • the sensor 160 is a transmitter which supplies a signal RW with respect to the position of the control slide or control rod.
  • This signal is usually referred to as a slide path or control path RW.
  • This signal is used to regulate the control rod or the control slide to a predetermined position by means of a control regulator. Based on this signal, which corresponds to the position of the control rod or control slide, a first signal QRW indicating the fuel quantity is obtained.
  • a sensor 164 can be provided which detects the pressure in the element space of the pump.
  • the time period in which the pressure in the element space is greater than a threshold value is usually referred to as the element space pressure duration ED.
  • the element space pressure duration ED is also a measure of the amount of fuel actually injected.
  • a second signal QED indicating the fuel quantity results. Sensors and the corresponding signal processing for determining the element space pressure duration ED and the second signal QED are described, for example, in DE-OS 31 18 425 (US Pat. No. 4,426,981).
  • Sensor 168 is a sensor for detecting the actual start and end of injection. This sensor detects the opening time of an injection valve. The opening time is usually also referred to as the spraying time SD.
  • a third signal QSD which indicates the fuel quantity, results from the spray duration SD and any further operating parameters and constants. Sensors and the corresponding signal processing for determining the spray duration SD and the third signal QSD are e.g. in DE-OS 30 32 381 (US-A 4 762 107).
  • the sensors described are usually available for in-line and distributor pumps.
  • the control rod or control slide is omitted and a solenoid valve takes its place.
  • the start and end of injection can be controlled using this solenoid valve.
  • These solenoid valves are usually arranged in such a way that when the solenoid valve closes, the start of injection and when the solenoid valve opens, the end of injection is determined.
  • the solenoid valve closing time MD results from the exact point in time at which the solenoid valve opens and closes.
  • This signal relating to the solenoid valve closing duration MD replaces the signal RW.
  • a fourth signal QMD indicating the fuel quantity results.
  • the signals indicating the quantity of fuel provided by these sensors are of limited accuracy. If the amount of fuel obtained in this way is used to control further variables, there are considerable errors in such a control.
  • the exhaust gas recirculation rate is usually set as a function of the amount of fuel injected. If the amount of fuel is inaccurate, there is also an inaccurate exhaust gas recirculation, which in turn causes increased exhaust gas emissions.
  • the fuel quantity QK is also required for setting the start of injection and for determining the maximum permissible fuel quantity. It is therefore necessary that this signal be determined with the greatest possible accuracy.
  • the different signals indicating the fuel quantity have a different drift behavior.
  • a change in the nozzle opening pressure affects the different fuel quantities of the different sensors differently.
  • the fuel quantity QK increases with falling nozzle opening (closing) pressure.
  • the quantity of fuel QK falls as the nozzle opening (closing) pressure falls.
  • the mean value of at least two signals is therefore processed instead of a signal.
  • the mean value formation forms the mean value from at least two signals which are provided by the sensors 160, 164 and 168.
  • the mean value is preferably formed from the third signal QSD, which results from the spray duration SD, and one of the other signals.
  • weighted averaging takes place.
  • an average value is calculated from three or more signals.
  • the errors in the individual signals are compensated for by averaging at least two signals indicating the fuel quantity and having different drift behavior.
  • the averaged signal is more precise than the individual signals, and the gain in accuracy is greater than is usually obtained by averaging.

Landscapes

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

Description

Stand der TechnikState of the art

Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Ermittlung der einer Brennkraftmaschine zugeführten Kraftstoffmenge gemäß den Oberbegriffen der unabhängigen Ansprüche.The invention relates to a method and a device for determining the amount of fuel supplied to an internal combustion engine according to the preambles of the independent claims.

Eine solche Vorrichtung und ein solches Verfahren ist aus der DE-OS 30 32 381 bekannt. Dort wird eine elektronische Steuereinrichtung für eine Brennkraftmaschine mit Selbstzündung beschrieben, die eine Einspritzdüse und eine sich darin bewegende Düsennadel umfaßt. Ein Geber tastet die Position oder die Bewegung der Düsennadel in der Einspritzdüse ab und erzeugt ein entsprechendes Abtastsignal. Eine Auswerteschaltung bestimmt ausgehend von dem Abtastsignal ein die Dauer der Kraftstoffeinspritzung in die Brennkraftmaschine angebendes Spritzdauersignal, mit welchem die Kraftstoffmenge bestimmbar ist. Diese Kraftstoffmenge wird als Lastsignal für eine betriebsparameterabhängige Vorgabe des Einspritzbeginns und/oder der Abgasrückführrate verwendet.Such a device and such a method is known from DE-OS 30 32 381. There, an electronic control device for an internal combustion engine with auto-ignition is described, which comprises an injection nozzle and a nozzle needle moving therein. An encoder scans the position or the movement of the nozzle needle in the injection nozzle and generates a corresponding scanning signal. On the basis of the scanning signal, an evaluation circuit determines an injection duration signal which indicates the duration of the fuel injection into the internal combustion engine and with which the amount of fuel can be determined. This amount of fuel is used as a load signal for an operating parameter-dependent specification of the start of injection and / or the exhaust gas recirculation rate.

Aufgrund von Veränderungen beziehungsweise von Streuungen gibt dieses Signal die tatsächlich eingespritzte Kraftstoffmenge nicht exakt wieder. Diese Ungenauigkeit der Kraftstoffmenge bewirkt wiederum eine erhöhte Abgasemission aufgrund der ungenauen Abgasrückführung beziehungsweise des Einspritzbeginns.Due to changes or variations, this signal does not exactly reflect the amount of fuel actually injected. This inaccuracy of the fuel quantity in turn causes an increased exhaust gas emission due to the imprecise exhaust gas recirculation or the start of injection.

Aus der DE-A-31 18 425 ist eine Einrichtung bekannt, die einen Piezo-Druckgeber umfaßt, der die Dauer der Einspritzung mißt. Zur Erhöhung der Zuverlässigkeit ist bei der Einrichtung gemäß der WO-A-85/03127 vorgesehen, daß die Meßwerte von zwei Piezo-Druckgebern überlagert werden.From DE-A-31 18 425 a device is known which comprises a piezo pressure transmitter which measures the duration of the injection. To increase the reliability of the device according to WO-A-85/03127, it is provided that the measured values are superimposed by two piezo pressure transmitters.

Aus der DE-OS 31 18 425 (US-A 4 426 981) ist eine weitere Vorrichtung zum Erfassen der, den Brennräumen eines Dieselmotors zugeführten, Kraftstoffmenge bekannt. Diese Vorrichtung umfaßt einen Drucksensor, der den Druck im Pumpenelement erfaßt, sowie eine Schaltungsanordnung, die ausgehend von dem Signal des Drucksensors die Kraftstoffmenge bestimmt.From DE-OS 31 18 425 (US-A 4 426 981) a further device for detecting the amount of fuel supplied to the combustion chambers of a diesel engine is known. This device comprises a pressure sensor which detects the pressure in the pump element and a circuit arrangement which determines the fuel quantity on the basis of the signal from the pressure sensor.

Aufgrund von Veränderungen bzw. Streuungen des Düsenöffnungsdrucks bzw. des Schließdrucks des Einspritzventils ergibt sich auch bei dieser Einrichtung nur eine unzureichende Genauigkeit der Kraftstoffmenge. Insbesondere treten bei solchen Kraftstoffzumeßsystemen Drifterscheinungen auf, aufgrund derer sich die Zuordnung zwischen erfaßtem Signal und der tatsächlich eingespritzten Kraftstoffmenge im Laufe des Betriebes der Brennkraftmaschine verändert.Due to changes or variations in the nozzle opening pressure or the closing pressure of the injection valve, this device also provides insufficient fuel quantity accuracy. In particular, drift phenomena occur in such fuel metering systems, due to which the association between the detected signal and the amount of fuel actually injected changes during the operation of the internal combustion engine.

Aus der DE-OS 30 11 595 (US-A 4 426 980) ist eine Vorrichtung bekannt, mit der sich solche Drifterscheinungen kompensieren lassen. Mittels dieser Einrichtung wird die Zuordnung zwischen dem Signal bezüglich der Position der Regelstange und der Kraftstoffmenge kompensiert. Streuungen zwischen einzelnen Pumpenexemplaren können mit dieser Einrichtung nicht kompensiert werden. Auch eignet sich diese Einrichtung nicht für magnetventilgesteuerte Kraftstoffzumeßsysteme, da diese keine Regelstange aufweisen.From DE-OS 30 11 595 (US-A 4 426 980) a device is known with which such drift phenomena can be compensated. By means of this device, the association between the signal with respect to the position of the control rod and the fuel quantity is compensated. Scattering between individual pump specimens cannot be compensated with this device. This device is also not suitable for solenoid-controlled fuel metering systems, since they do not have a control rod.

Bei magnetventilgesteuerten Systemen wird als Kraftstoffmenge die Magnetventilschließdauer verwendet.In solenoid-controlled systems, the solenoid valve closing time is used as the fuel quantity.

Aufgabe der ErfindungObject of the invention

Der Erfindung liegt die Aufgabe zugrunde, bei einem Verfahren und Vorrichtung zur Ermittlung der einer Brennkraftmaschine zugeführten Kraftstoffmenge der eingangs genannten Art eine Möglichkeit aufzuzeigen, mit dem eine driftfreie sehr genaue Kraftstoffmenge bestimmbar ist.The invention has for its object to provide a method and device for determining the amount of fuel supplied to an internal combustion engine of the type mentioned, with which a drift-free, very precise amount of fuel can be determined.

Vorteile der ErfindungAdvantages of the invention

Mittels der erfindungsgemäßen Einrichtung und dem erfindungsgemäßen Verfahren kann eine driftfreie Kraftstoffmenge bereitgestellt werden.A drift-free fuel quantity can be provided by means of the device according to the invention and the method according to the invention.

Vorteilhafte und zweckmäßige Ausgestaltungen und Weiterbildungen der Erfindung sind in den Unteransprüchen gekennzeichnet.Advantageous and expedient refinements and developments of the invention are characterized in the subclaims.

Zeichnungdrawing

Die Erfindung wird nachstehend anhand der in der Zeichnung dargestellten Ausführungsform erläutert.The invention is explained below with reference to the embodiment shown in the drawing.

Beschreibung des AusführungsbeispielesDescription of the embodiment

Eine Brennkraftmaschine 100 bekommt von einer Kraftstoffpumpe 110 über eine Kraftstoffleitung Kraftstoff zugemessen. Ein Steller 120 bestimmt abhängig von einem Ansteuersignal Ti die der Brennkraftmaschine 100 zugeführte Kraftstoffmenge. Eine Steuereinrichtung 130 stellt das Ansteuersignal Ti bereit. Die Steuereinrichtung 130 verarbeitet Signale verschiedener Sensoren 150. Diese Sensoren 150 stellen wenigstens ein Drehzahl- sowie ein Kraftstofftemperatursignal zur Verfügung. Desweiteren werden der Steuereinrichtung 130 die Ausgangssignale von Sensoren 160, 164 und 168 zugeführt.An internal combustion engine 100 receives fuel from a fuel pump 110 via a fuel line. An actuator 120 determines the fuel quantity supplied to the internal combustion engine 100 as a function of a control signal T i . A control device 130 provides the control signal T i . The control device 130 processes signals from various sensors 150. These sensors 150 provide at least one speed and one fuel temperature signal. Furthermore, the control device 130 is supplied with the output signals from sensors 160, 164 and 168.

Die Ausgangssignale dieser Sensoren gelangen zu einer Mittelwertbildung 134 und von dort zu einer Mengenberechnung 136. Diese Mengenberechnung 136 verarbeitet des weiteren die Ausgangssignale der Sensoren 150. Die Ansteuerschaltung 132 berechnet ausgehend von den Sensorsignalen die Ansteuersignale Ti. Das Ausgangssignal der Mengenberechnung 136 steht für weitere Steuereinrichtungen 140 zur Verfügung.The output signals of these sensors arrive at averaging 134 and from there to a quantity calculation 136. This quantity calculation 136 further processes the output signals of the sensors 150. The control circuit 132 calculates the control signals T i on the basis of the sensor signals. The output signal of the quantity calculation 136 is available for further control devices 140.

Diese weiteren Steuereinrichtungen 140 beeinflußen z.B. die Abgasrückführrate, den Spritzbeginn bzw. die höchstzulässige einzuspritzende Kraftstoffmenge.These further control devices 140 influence e.g. the exhaust gas recirculation rate, the start of spraying or the maximum permissible amount of fuel to be injected.

Die Sensoren 160, 164 und 168 liefern Signale, ausgehend von denen die eingespritzte kraftstoffmenge berechnet werden kann. Bei Verteiler- und Reihenpumpe handelt es sich bei dem Sensor 160 um einen Geber, der ein Signal RW bezüglich der Position des Regelschiebers bzw. der Regelstange liefert. Dieses Signal wird üblicherweise als Schieberweg oder Regelweg RW bezeichnet. Dieses Signal dient dazu, um mittels eines Stellreglers, die Regelstange bzw. den Regelschieber auf eine vorgegebene Position einzuregeln. Ausgehend von diesem Signal, das der Position der Regelstange bzw. des Regelschiebers entspricht ergibt sich eine erstes die Kraftstoffmenge angebendes Signal QRW.The sensors 160, 164 and 168 provide signals from which the injected fuel quantity can be calculated. In the case of a distributor and in-line pump, the sensor 160 is a transmitter which supplies a signal RW with respect to the position of the control slide or control rod. This signal is usually referred to as a slide path or control path RW. This signal is used to regulate the control rod or the control slide to a predetermined position by means of a control regulator. Based on this signal, which corresponds to the position of the control rod or control slide, a first signal QRW indicating the fuel quantity is obtained.

Desweiteren kann ein Sensor 164 vorgesehen sein, der den Druck im Elementraum der Pumpe erfaßt. Die Zeitspanne, in der der Druck im Elementraum größer als ein Schwellwert ist, wird üblicherweise als Elementraumdruckdauer ED bezeichnet. Die Elementraumdruckdauer ED ist ebenfalls ein Maß für die tatsächlich eingespritzte Kraftstoffmenge. Ausgehend von der Elementraumdruckdauer ED sowie eventuel weiteren Betriebskenngrößen und Konstanten ergibt sich ein zweites die Kraftstoffmenge angebendes Signal QED. Sensoren und die entsprechende Signalverarbeitung zur Bestimmung der Elementraumdruckdauer ED und des zweiten Signals QED werden z.B. in der DE-OS 31 18 425 (US-A 4 426 981) beschrieben.Furthermore, a sensor 164 can be provided which detects the pressure in the element space of the pump. The time period in which the pressure in the element space is greater than a threshold value is usually referred to as the element space pressure duration ED. The element space pressure duration ED is also a measure of the amount of fuel actually injected. On the basis of the element space pressure duration ED as well as any further operating parameters and constants, a second signal QED indicating the fuel quantity results. Sensors and the corresponding signal processing for determining the element space pressure duration ED and the second signal QED are described, for example, in DE-OS 31 18 425 (US Pat. No. 4,426,981).

Bei dem Sensor 168 handelt es sich um einen Sensor zur Erfassung des tatsächlichen Einspritzbeginns und des tatsächlichen Einspritzendes. Dieser Sensor erfaßt die Öffnungsdauer eines Einspritzventils. Die Öffnungsdauer wird üblicherweise auch als Spritzdauer SD bezeichnet. Ausgehend von der Spritzdauer SD sowie eventuel weiteren Betriebskenngrößen und Konstanten ergibt sich ein drittes die Kraftstoffmenge angebendes Signal QSD. Sensoren und die entsprechende Signalverarbeitung zur Bestimmung der Spritzdauer SD und des dritten Signals QSD werden z.B. in der DE-OS 30 32 381 (US-A 4 762 107) beschrieben.Sensor 168 is a sensor for detecting the actual start and end of injection. This sensor detects the opening time of an injection valve. The opening time is usually also referred to as the spraying time SD. A third signal QSD, which indicates the fuel quantity, results from the spray duration SD and any further operating parameters and constants. Sensors and the corresponding signal processing for determining the spray duration SD and the third signal QSD are e.g. in DE-OS 30 32 381 (US-A 4 762 107).

Die beschriebenen Sensoren sind üblicherweise bei Reihen- und Verteilerpumpen vorhanden. Bei magnetventilgesteuerten Pumpen entfällt die Regelstange bzw. der Regelschieber und an seine Stelle tritt ein Magnetventil. Mittels dieses Magnetventils lassen sich der Einspritzbeginn und das Einspritzende steuern. Üblicherweise sind diese Magnetventile so angeordnet, daß mit dem Schließen des Magnetventils der Einspritzbeginn und mit dem Öffnen des Magnetventils das Einspritzende festgelegt wird. Ausgehend von dem genauen Zeitpunkt, bei dem das Magnetventil öffnet und schließt, ergibt sich die Magnetventilschließdauer MD. Dieses Signal bzgl. der Magnetventilschließdauer MD ersetzt das Signal RW. Ausgehend von dieser Magnetventilschließdauer MD ergibt sich ein viertes die Kraftstoffmenge angebendes Signal QMD.The sensors described are usually available for in-line and distributor pumps. In the case of pumps controlled by solenoid valves, the control rod or control slide is omitted and a solenoid valve takes its place. The start and end of injection can be controlled using this solenoid valve. These solenoid valves are usually arranged in such a way that when the solenoid valve closes, the start of injection and when the solenoid valve opens, the end of injection is determined. The solenoid valve closing time MD results from the exact point in time at which the solenoid valve opens and closes. This signal relating to the solenoid valve closing duration MD replaces the signal RW. Based on this solenoid valve closing period MD, a fourth signal QMD indicating the fuel quantity results.

Verfahren und Vorrichtungen zur Bestimmung der Kraftstoffmenge ausgehend von dem Öffnungs- und Schließzeitpunkt des Magnetventils sind bekannt. Bei einem Verfahren sind Sensoren vorgesehen, die die Bewegung der Magnetventilnadel erfassen. Desweiteren existieren Verfahren, die ausgehend von dem zeitlichen Verlauf des Stroms durch das Magnetventil, bzw. der an dem Magnetventil anliegenden Spannung den genauen Öffnungs- und Schließzeitpunkt des Magnetventils erkennen.Methods and devices for determining the amount of fuel based on the opening and closing times of the solenoid valve are known. In one method, sensors are provided which detect the movement of the solenoid valve needle. Furthermore, there are methods which recognize the exact opening and closing time of the solenoid valve on the basis of the time profile of the current through the solenoid valve or the voltage applied to the solenoid valve.

Die von diesen Sensoren bereitgestellten die Kraftstoffmenge angebenden Signale sind nur von einer beschränkten Genauigkeit. Wird die so gewonnene Kraftstoffmenge zur Steuerung von weiteren Größen verwendet, so ergeben sich erhebliche Fehler bei einer solchen Steuerung.The signals indicating the quantity of fuel provided by these sensors are of limited accuracy. If the amount of fuel obtained in this way is used to control further variables, there are considerable errors in such a control.

Üblicherweise wird die Abgasrückführrate abhängig von der eingespritzten Kraftstoffmenge eingestellt. Ist die Kraftstoffmenge ungenau, so ergibt sich ebenfalls eine ungenaue Abgasrückführung, was wiederum eine erhöhte Abgasemissionen bewirkt. Die Kraftstoffmenge QK wird ferner für die Einstellung des Einspritzbeginns sowie zur Festlegung der höchstzulässigen Kraftstoffmenge benötigt. Es ist also erforderlich, daß dieses Signal mit möglichst hoher Genauigkeit ermittelt wird.The exhaust gas recirculation rate is usually set as a function of the amount of fuel injected. If the amount of fuel is inaccurate, there is also an inaccurate exhaust gas recirculation, which in turn causes increased exhaust gas emissions. The fuel quantity QK is also required for setting the start of injection and for determining the maximum permissible fuel quantity. It is therefore necessary that this signal be determined with the greatest possible accuracy.

Im Laufe der Betriebszeit des Kraftstoffzumeßsystems verändert sich zudem die Zuordnung zwischen dem Ausgangssignal der verschiedenen Sensoren und der tatsächlich eingespritzten Kraftstoffmenge. Diese Erscheinung wird üblicherweise als Drift bezeichnet. Diese Ungenauigkeiten bzw. die Drift beruhen zum einen auf der Veränderung bzw. der Streuung der Förderkolbenlage relativ zur Regelschieber- bzw. zur Regelstangenposition. Desweiteren verändert sich der Düsenöffnungsdruck bzw. der Schließdruck des Einspritzventils.In the course of the operating time of the fuel metering system, the association between the output signal of the various sensors and the amount of fuel actually injected also changes. This phenomenon is commonly referred to as drift. These inaccuracies or the drift are based on the one hand on the change or the scatter of the delivery piston position relative to the control slide or control rod position. Furthermore, the nozzle opening pressure and the closing pressure of the injection valve change.

Erfindungsgemäß wurde erkannt, daß die unterschiedlichen, die Kraftstoffmenge angebenden, Signale ein unterschiedliches Driftverhalten aufweisen. So beeinflußt eine Änderung des Düsenöffnungsdrucks die verschiedenen Kraftstoffmengen der verschiedenen Sensoren unterschiedlich. Bei konstantem Regelschieberweg RW, Regelweg RW, Elementdruck ED bzw. Magnetventilansteuerzeit MD steigt die Kraftstoffmenge QK bei fallendem Düsenöffnungs-(Schließ)Druck. Bei konstanter Einspritzdauer SD fällt die Kraftstoffmenge QK bei fallendem Düsenöffnungs-(Schließ) Druck.According to the invention, it was recognized that the different signals indicating the fuel quantity have a different drift behavior. A change in the nozzle opening pressure affects the different fuel quantities of the different sensors differently. With constant control slide travel RW, control travel RW, element pressure ED or solenoid valve actuation time MD, the fuel quantity QK increases with falling nozzle opening (closing) pressure. With a constant injection duration SD, the quantity of fuel QK falls as the nozzle opening (closing) pressure falls.

Erfindungsgemäß wird deshalb anstelle eines Signals der Mittelwert von wenigstens zwei Signalen verarbeitet. Die Mittelwertbildung bildet den Mittelwert aus wenigstens zwei Signalen, die von den Sensoren 160, 164 und 168 bereitgestellt werden. Vorzugsweise wird der Mittelwert aus dem dritten Signal QSD, das sich aus der Spritzdauer SD ergibt, und einem der anderen Signale gebildet. In der einfachsten Ausführungsform wird das arithmetische Mittel gemäß einer der folgenden Formeln gebildet: QK = (QSD + QMD) / 2

Figure imgb0001
QK = (QSD + QRW) / 2
Figure imgb0002
 QK = (QSD + QED) / 2
Figure imgb0003
 According to the invention, the mean value of at least two signals is therefore processed instead of a signal. The mean value formation forms the mean value from at least two signals which are provided by the sensors 160, 164 and 168. The mean value is preferably formed from the third signal QSD, which results from the spray duration SD, and one of the other signals. In the simplest embodiment, the arithmetic mean is formed according to one of the following formulas: QK = (QSD + QMD) / 2
Figure imgb0001
 QK = (QSD + QRW) / 2
Figure imgb0002
 QK = (QSD + QED) / 2
Figure imgb0003

Bei einer besonders vorteilhaften Ausführungsform erfolgt eine gewichtete Mittelwertbildung. Hierbei ergibt sich die Kraftstoffmenge QK beispielsweise gemäß der Formel: QK = (A * QSD + B * QMD) / 2

Figure imgb0004
A und B sind Konstanten, die so gewählt werden, daß gilt A + B = 2.In a particularly advantageous embodiment, weighted averaging takes place. Here the fuel quantity QK results, for example, according to the formula: QK = (A * QSD + B * QMD) / 2
Figure imgb0004
 A and B are constants that are chosen such that A + B = 2.

Bei einer weiteren Ausgestaltung der Erfindung kann auch vorgesehen sein, daß ein Mittelwert aus drei oder mehreren Signalen berechnet wird.In a further embodiment of the invention it can also be provided that an average value is calculated from three or more signals.

Durch Bildung des Mittelwerts aus wenigstens zwei die Kraftstoffmenge angebenden Signalen, die unterschiedliches Driftverhalten aufweisen, kompensieren sich die Fehler der einzelnen Signale. Das gemittelte Signal ist genauer als die einzelnen Signale, dabei ist der Gewinn an Genauigkeit größer, als er sich üblicherweise durch eine Mittelwertbildung ergibt.The errors in the individual signals are compensated for by averaging at least two signals indicating the fuel quantity and having different drift behavior. The averaged signal is more precise than the individual signals, and the gain in accuracy is greater than is usually obtained by averaging.

Claims (4)

  1. Method for determining the fuel quantity supplied to an internal combustion engine, especially for an autoignition internal combustion engine, in which a first signal indicating the fuel quantity is determined, starting from a signal relating to an injection duration, characterized in that at least one further signal indicating the fuel quantity is recorded and, in order to determine the fuel quantity signal, an average is formed from the fuel quantity determined from the first signal and the fuel quantity determined from the further signal, the first and second signals being formed as a pair of signals from the signals
    a) signal (QRW) coming from a regulating slide travel or regulating travel (RW)
    b) signal (QED) coming from an element-space pressure duration
    c) signal (QMD) coming from a solenoid valve closing duration (MD)
    d) signal (QSD) coming from the injection duration (SD).
  2. Method according to Claim 1, characterized in that the average is formed from three signals indicating the fuel quantity.
  3. Method according to one of the preceding claims, characterized in that a weighted averaging takes place.
  4. Device for determining the fuel quantity supplied to an internal combustion engine, especially for an autoignition internal combustion engine, with means which determine a first signal indicating the fuel quantity, starting from a signal relating to an injection duration, characterized in that means for recording at least one further signal indicating the fuel quantity are provided, and with means which, in order to determine the fuel quantity signal, form an average from the fuel quantity determined from the first signal and the fuel quantity determined from the further signal, the first and second signals being formed as a pair of signals from the signals
    a) signal (QRW) coming from a regulating slide travel or regulating travel (RW)
    b) signal (QED) coming from an element-space pressure duration
    c) signal (QMD) coming from a solenoid valve closing duration (MD)
    d) signal (QSD) coming from the injection duration (SD).
EP93109928A 1992-07-21 1993-06-22 Method and apparatus to establish the fuel quantity fed to an internal combustion engine Expired - Lifetime EP0579967B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4223955 1992-07-21
DE4223955A DE4223955A1 (en) 1992-07-21 1992-07-21 Method and device for determining the amount of fuel supplied to an internal combustion engine

Publications (3)

Publication Number Publication Date
EP0579967A2 EP0579967A2 (en) 1994-01-26
EP0579967A3 EP0579967A3 (en) 1994-03-30
EP0579967B1 true EP0579967B1 (en) 1996-10-23

Family

ID=6463708

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93109928A Expired - Lifetime EP0579967B1 (en) 1992-07-21 1993-06-22 Method and apparatus to establish the fuel quantity fed to an internal combustion engine

Country Status (3)

Country Link
EP (1) EP0579967B1 (en)
JP (1) JPH06167239A (en)
DE (2) DE4223955A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10038230C2 (en) * 2000-08-04 2003-04-30 Siemens Ag Method for determining a fuel mass
DE102004060841A1 (en) * 2004-12-17 2006-06-29 Deutz Ag Exhaust gas recirculation control by means of load signal on a series injection pump
EP3304312B1 (en) * 2015-06-06 2020-02-12 The Board of Trustees of the Leland Stanford Junior University Post-silicon validation and debug using symbolic quick error detection

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2098334A (en) * 1981-05-09 1982-11-17 Bosch Gmbh Robert Determining injected fuel quantities in a diesel engine
US4426980A (en) * 1980-03-26 1984-01-24 Robert Bosch Gmbh Correction device for a fuel metering system in an internal combustion engine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5654959A (en) * 1979-10-09 1981-05-15 Mitsuwa Seiki Co Ltd Control method of fuel injection timing adjustment device
DE3032381C2 (en) * 1980-08-28 1986-07-24 Robert Bosch Gmbh, 7000 Stuttgart Electronic control device for an internal combustion engine with compression ignition
WO1985003127A1 (en) * 1984-01-16 1985-07-18 Stanadyne, Inc. Piezoelectric sensor
JPH0694837B2 (en) * 1986-12-27 1994-11-24 いすゞ自動車株式会社 Fuel injector

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4426980A (en) * 1980-03-26 1984-01-24 Robert Bosch Gmbh Correction device for a fuel metering system in an internal combustion engine
GB2098334A (en) * 1981-05-09 1982-11-17 Bosch Gmbh Robert Determining injected fuel quantities in a diesel engine

Also Published As

Publication number Publication date
EP0579967A3 (en) 1994-03-30
JPH06167239A (en) 1994-06-14
EP0579967A2 (en) 1994-01-26
DE59304255D1 (en) 1996-11-28
DE4223955A1 (en) 1994-01-27

Similar Documents

Publication Publication Date Title
DE4208002B4 (en) System for controlling an internal combustion engine
EP0403615B1 (en) Process and device for detecting an error status in a lambda probe
DE4312587C2 (en) Method and device for controlling a fuel injection system
EP0828070B1 (en) Apparatus and method of control of an internal combustion engine
DE3111135A1 (en) METHOD FOR CONTROLLING THE COMBUSTION IN THE COMBUSTION ROOMS OF AN INTERNAL COMBUSTION ENGINE
DE60122803T2 (en) Knock detection in an internal combustion engine with ion current maximum value correction
DE10143501C1 (en) Method for controlling a piezo-operated fuel injection valve
DE19809173A1 (en) Method and device for controlling fuel injection
DE3343481C2 (en)
DE4235880C2 (en) Method and device for detecting a variable size in vehicles
DE4215581B4 (en) System for controlling a solenoid-controlled fuel metering device
DE4120461C2 (en) Method and device for controlling a solenoid-controlled fuel metering system
DE19857971A1 (en) Controlling an IC engine esp. for IC engine with common rail fuel injection system so that at least one pump delivers fuel in storage
DE4120463C2 (en) Method and device for controlling a solenoid-controlled fuel metering system
DE3832101C2 (en)
EP0579967B1 (en) Method and apparatus to establish the fuel quantity fed to an internal combustion engine
EP0407736A1 (en) Method of controlling the fuel feed in a combustion engine
DE19931823A1 (en) Method and device for controlling an internal combustion engine
DE19606965A1 (en) Fuel metering control method for IC engine
DE102004053418A1 (en) Method and device for pressure wave compensating control of temporally successive injections in an injection system of an internal combustion engine
DE4415640C2 (en) Method and device for controlling an internal combustion engine
DE4204091A1 (en) METHOD AND DEVICE FOR CONTROLLING A SOLENOID VALVE-CONTROLLED FUEL MEASURING SYSTEM
DE19860398A1 (en) Method and equipment for controlling fuel metering in IC engines based on measurement of crankshaft and/or camshaft angles
EP0708233A2 (en) Method and apparatus for controlling an internal combustion engine
DE19547644A1 (en) Control method for fuel injection measurement in IC engine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE FR GB IT SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE FR GB IT SE

17P Request for examination filed

Effective date: 19940930

17Q First examination report despatched

Effective date: 19950524

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRE;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.SCRIBED TIME-LIMIT

Effective date: 19961023

ET Fr: translation filed
REF Corresponds to:

Ref document number: 59304255

Country of ref document: DE

Date of ref document: 19961128

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19970123

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 19970120

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19990614

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19990622

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19990826

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20000622

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20000622

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20010228

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20010403