EP0643214A1 - Correction of the injection period for starting - Google Patents

Correction of the injection period for starting Download PDF

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Publication number
EP0643214A1
EP0643214A1 EP93114840A EP93114840A EP0643214A1 EP 0643214 A1 EP0643214 A1 EP 0643214A1 EP 93114840 A EP93114840 A EP 93114840A EP 93114840 A EP93114840 A EP 93114840A EP 0643214 A1 EP0643214 A1 EP 0643214A1
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EP
European Patent Office
Prior art keywords
air
correction factor
outside air
internal combustion
starting
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Granted
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EP93114840A
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German (de)
French (fr)
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EP0643214B1 (en
Inventor
Michael Dipl.-Ing.- Südholt
Manfred Dr.-Ing. Wier
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Siemens AG
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Siemens AG
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Priority to DE59307175T priority Critical patent/DE59307175D1/en
Priority to EP93114840A priority patent/EP0643214B1/en
Priority to US08/306,758 priority patent/US5577483A/en
Priority to JP6246748A priority patent/JPH0797944A/en
Publication of EP0643214A1 publication Critical patent/EP0643214A1/en
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • 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
    • 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
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions

Definitions

  • the invention relates to a method which makes it possible to adapt the injection time specified for the start of internal combustion engines to the currently prevailing quantities of the outside air.
  • This task is solved by modifying the values for the starting injection time read from the map with an air pressure-dependent correction factor.
  • a pressure gauge can be used for this, with which the outside air pressure is determined directly at the start time.
  • this is quite complex due to the additional outside air pressure meter, which is not provided in conventional engine controls. It is therefore more advantageous to use a value for pressure correction that the engine control system makes available from other control methods. Any value that represents the outside air pressure can be used for this purpose.
  • the engine control makes such a variable representing the outside air pressure available, for example, when calculating the air mass.
  • the air mass flowing into the internal combustion engine is normally measured by an air mass meter.
  • the output signal of the air mass meter follows every pulsation in the air flow. Back-flowing air masses, such as those that occur when the intake air pulsates, are also incorrectly recorded.
  • the measured values are no longer used, but rather preset values from a replacement map, as described in the European application 92108966.0. These values were previously determined on the test bench for a specific outside air pressure (normal pressure). These replacement air values must now also be adjusted to the actual outside air pressure. This is done, as described for example in the European application 92112871.6, by comparing the measured air value with the corresponding replacement air value from the replacement map in pulsation-free times. From this comparison you get a quantity (called adaptation factor) that represents the outside air pressure. The last calculated adaptation factor or the one obtained from the moving averaging Adaptation factor is stored in a non-volatile manner when the internal combustion engine is switched off. When restarted, it then serves as a correction factor for the injection time calculation.
  • method step S1 checks, for example, based on the engine speed whether the internal combustion engine is in the starting phase. If this is not the case, go to normal injection control. However, if the internal combustion engine is in the starting phase, the value for the starting injection time KTI is taken from a map as a function of the cooling water temperature in method step S2. In method step S3, this starting injection time KTI is multiplied by the correction factor KF, which is taken from a memory in which it was stored in a non-volatile manner even after the internal combustion engine was switched off. When the machine is started for the first time, this value KF is set to one.
  • KF LW / LE * TF, where LW, the air value measured by an air meter in the intake tract of the internal combustion engine, LE, the replacement air value stored in a map and TF, a temperature factor, which is calculated according to the formula:
  • the correction value KF last determined is then stored in a non-volatile manner.
  • this corrected injection value is used controlled the injector. Then you go back to the beginning of procedure A.

Landscapes

  • 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 fixed injection periods for the starting phase of an internal combustion engine, calculated for normal pressure of the outside air, are adjusted to the currently prevailing outside air pressure by an amount representing the outside air pressure which was determined whilst the engine was last running. <IMAGE>

Description

Die Erfindung betrifft ein Verfahren, das es ermöglicht die für den Start von Brennkraftmaschinen vorgegebene Einspritzzeit an die aktuell herrschenden Größen der Außenluft anzupassen.The invention relates to a method which makes it possible to adapt the injection time specified for the start of internal combustion engines to the currently prevailing quantities of the outside air.

Bei Brennkraftmaschinen tritt beim Start, insbesondere beim Kaltstart, eine Verarmung des angesaugten Kraftstoff-/Luftgemisches auf. Dies wird verursacht durch die geringe Verdampfung und die starke Wandbenetzung des Kraftstoffs. Außerdem werden bei der niedrigen Anlasserdrehzahl die Kraftstoffteilchen schlecht verwirbelt. Um dies zu kompensieren, wird beim Starten zusätzlich Kraftstoff eingespritzt. Beim Startvorgang treten starke Drehzahlschwankungen auf, so daß der Luftmassenmesser kein verläßliches Signal liefert. Es werden daher feste Einspritzzeitwerte vorgegeben und diese in einem Kennfeld in Abhängigkeit von der Motortemperatur oder der Kühlwassertemperatur abgespeichert, wie dies beispielsweise in der DE-A-41 34 522 beschrieben ist. Diese Werte der Einspritzzeit wurden bei einem bestimmten Luftdruck (Normaldruck) beispielsweise auf dem Prüfstand ermittelt. Herrscht nun aber im aktuellen Startzeitpunkt ein anderer Luftdruck als der Normaldruck, so erhält man falsche Werte für die Einspritzzeit. Diese führen beispielsweise zu einer Überfettung des Kraftstoff-/Luftgemisches, wenn sich das Fahrzeug in größeren Höhen befindet.In internal combustion engines, depletion of the intake fuel / air mixture occurs at the start, especially during a cold start. This is caused by the low evaporation and the strong wall wetting of the fuel. In addition, the fuel particles are poorly swirled at the low starter speed. To compensate for this, additional fuel is injected when starting. Strong speed fluctuations occur during the starting process, so that the air mass meter does not provide a reliable signal. Fixed injection time values are therefore specified and these are stored in a map as a function of the engine temperature or the cooling water temperature, as described, for example, in DE-A-41 34 522. These values of the injection time were determined at a certain air pressure (normal pressure), for example on the test bench. However, if there is a different air pressure than normal pressure at the current start time, incorrect values for the injection time are obtained. These lead, for example, to over-greasing of the fuel / air mixture when the vehicle is at higher altitudes.

Aufgabe der vorliegenden Erfindung ist es daher, ein Verfahren anzugeben, das es gestattet, die Einspritzzeitwerte der Startphase an den wechselnden Außenluftdruck zum Startzeitpunkt anzupassen.It is therefore an object of the present invention to provide a method which makes it possible to adapt the injection time values of the start phase to the changing outside air pressure at the start time.

Gelöst wird diese Aufgabe, indem die aus dem Kennfeld ausgelesenen Werte für die Starteinspritzzeit mit einem Luftdruckabhängigen Korrekturfaktor modifiziert werden.This task is solved by modifying the values for the starting injection time read from the map with an air pressure-dependent correction factor.

Es kann dazu ein Druckmesser verwendet werden, mit dem direkt der Außenluftdruck zum Startzeitpunkt festgestellt wird. Dies ist aber recht aufwendig durch den zusätzlichen Außenluftdruckmesser, der in üblichen Motorsteuerungen nicht vorgesehen ist. Vorteilhafter ist es daher zur Druckkorrektur einen Wert zu verwenden, den die Motorsteuerung aus anderen Steuerverfahren zur Verfügung stellt. Es ist dazu ein beliebiger Wert, der den Außenluftdruck repräsentiert, verwendbar.A pressure gauge can be used for this, with which the outside air pressure is determined directly at the start time. However, this is quite complex due to the additional outside air pressure meter, which is not provided in conventional engine controls. It is therefore more advantageous to use a value for pressure correction that the engine control system makes available from other control methods. Any value that represents the outside air pressure can be used for this purpose.

Eine solche den Außenluftdruck repräsentierende Größe stellt die Motorsteuerung beispielsweise bei der Luftmassenberechnung zur Verfügung. Im Normalfall wird die in die Brennkraftmaschine strömende Luftmasse durch einen Luftmassenmesser gemessen. Bei Luftmassenmessern mit hoher Ansprechgeschwindigkeit folgt das Ausgangssignal des Luftmassenmessers jeder Pulsation im Luftstrom. Auch rückströmende Luftmassen, wie sie bei Pulsationen der Ansaugluft auftreten, werden fälschlicherweise miterfaßt.The engine control makes such a variable representing the outside air pressure available, for example, when calculating the air mass. The air mass flowing into the internal combustion engine is normally measured by an air mass meter. In air mass meters with a high response speed, the output signal of the air mass meter follows every pulsation in the air flow. Back-flowing air masses, such as those that occur when the intake air pulsates, are also incorrectly recorded.

Werden solche Pulsationen erkannt, so werden nicht mehr die Meßwerte verwendet sondern vorgegebenen Werte aus einem Ersatzkennfeld, wie dies in der europäischen Anmeldung 92108966.0 beschrieben ist. Diese Werte wurden zuvor auf dem Prüfstand für einen bestimmten Außenluftdruck (Normaldruck) ermittelt. Auch diese Ersatzluftwerte müssen nun dem tatsächlichen Außenluftdruck angepaßt werden. Dies geschieht, wie beispielsweise in der europäischen Anmeldung 92112871.6 beschrieben, indem man in pulsationsfreien Zeiten den gemessenen Luftwert mit dem entsprechenchenden Ersatzluftwert aus dem Ersatzkennfeld vergleicht. Aus diesem Vergleich erhält man eine Größe (Adaptionsfaktor genannt), die den Außenluftdruck repräsentiert. Der zuletzt berechnete Adaptionsfaktor beziehungsweise der aus der gleitenden Mittelung erhaltene Adaptionsfaktor wird beim Abstellen der Brennkraftmaschine nichtflüchtig gespeichert. Er dient beim erneuten Starten dann als Korrekturfaktor für die Einspritzzeitberechnung.If such pulsations are detected, then the measured values are no longer used, but rather preset values from a replacement map, as described in the European application 92108966.0. These values were previously determined on the test bench for a specific outside air pressure (normal pressure). These replacement air values must now also be adjusted to the actual outside air pressure. This is done, as described for example in the European application 92112871.6, by comparing the measured air value with the corresponding replacement air value from the replacement map in pulsation-free times. From this comparison you get a quantity (called adaptation factor) that represents the outside air pressure. The last calculated adaptation factor or the one obtained from the moving averaging Adaptation factor is stored in a non-volatile manner when the internal combustion engine is switched off. When restarted, it then serves as a correction factor for the injection time calculation.

Die Erfindung wird im folgenden anhand der Zeichnungsfigur noch näher erläutert.The invention is explained in more detail below with reference to the drawing figure.

Zu Verfahrensbeginn A wird im Verfahrensschritt S1 beispielsweise anhand der Motordrehzahl geprüft, ob sich die Brennkraftmaschine in der Startphase befindet. Ist dies nicht der Fall, geht man zur normalen Einspritzsteuerung über. Befindet sich die Brennkraftmaschine aber in der Startphase, so wird im Verfahrensschritt S2 der Wert für die Starteinspritzzeit KTI in Abhängigkeit von der Kühlwassertemperatur einem Kennfeld entnommen. Im Verfahrensschritt S3 wird diese Starteinspritzzeit KTI mit dem Korrekturfaktor KF multipliziert, der einem Speicher entnommen wird, in dem er auch nach Abschalten der Brennkraftmaschine nichtflüchtig gespeichert wurde. Beim erstmaligen Start der Maschine ist dieser Wert KF zu eins gesetzt. Er wird dann während des Betriebs der Brennkraftmaschine laufend aktualisiert beispielsweise, wie oben beschrieben, über den Adaptionsfaktor, wie er zur Korrektur der Ersatzluftwerte, die im Falle von Pulsationen der Ansaugluft statt der gemessenen Werte Verwendung finden, ermittelt wird. Er berechnet sich beispielsweise in diesem Fall nach der Formel:

KF = LW / LE * TF,

Figure imgb0001


wobei mit LW, der von einem Luftmesser im Ansaugtrakt der Brennkraftmaschine gemessene Luftwert bezeichnet ist, mit LE der in einem Kennfeld gespeicherte Ersatzluftwert und mit TF ein Temperaturfaktor, der sich berechnet nach der Formel:
Figure imgb0002
 At the start of method A, method step S1 checks, for example, based on the engine speed whether the internal combustion engine is in the starting phase. If this is not the case, go to normal injection control. However, if the internal combustion engine is in the starting phase, the value for the starting injection time KTI is taken from a map as a function of the cooling water temperature in method step S2. In method step S3, this starting injection time KTI is multiplied by the correction factor KF, which is taken from a memory in which it was stored in a non-volatile manner even after the internal combustion engine was switched off. When the machine is started for the first time, this value KF is set to one. It is then continuously updated during operation of the internal combustion engine, for example, as described above, via the adaptation factor as it is determined to correct the replacement air values which are used instead of the measured values in the event of pulsations in the intake air. In this case, for example, it is calculated using the formula:

KF = LW / LE * TF,
Figure imgb0001

where LW, the air value measured by an air meter in the intake tract of the internal combustion engine, LE, the replacement air value stored in a map and TF, a temperature factor, which is calculated according to the formula:
Figure imgb0002

Beim Abschalten der Brennkraftmaschine wird der zuletzt ermittelte Korrekturwert KF dann nichtflüchtig abgespeichert. Im Verfahrensschritt S4 wird mit diesem korrigierten Einspritzwert das Einspritzventil angesteuert. Danach geht man wieder zum Verfahrensanfang A zurück.When the internal combustion engine is switched off, the correction value KF last determined is then stored in a non-volatile manner. In method step S4, this corrected injection value is used controlled the injector. Then you go back to the beginning of procedure A.

Claims (5)

Verfahren zur Anpassung der Starteinspritzzeit (KTI) an den Druck der Außenluft
dadurch gekennzeichnet, - daß ein Korrekturfaktor (KF), der den Außenluftdruck repräsentiert, beim Abstellen des Motor gespeichert wird - und beim Startvorgang der Wert der Starteinspritzzeit (KTI) mit diesem Korrekturfaktor (KF) modifiziert wird. Procedure for adapting the starting injection time (CTI) to the pressure of the outside air
characterized, - That a correction factor (KF), which represents the outside air pressure, is stored when the engine is switched off - And during the starting process, the value of the starting injection time (CTI) is modified with this correction factor (KF). Verfahren nach Anspruch 1
dadurch gekennzeichnet, - daß als Korrekturfaktor (KF) ein Adaptionsfaktor Verwendung findet, mit dem die Ersatzluftwerte (LE), die bei Pulsationen der Ansaugluft anstelle der vom Luftmassenmesser gemessenen Werte (LW) verwendet werden, an den Außenluftdruck angepaßt werden. The method of claim 1
characterized, - That an adaptation factor is used as the correction factor (KF) with which the replacement air values (LE), which are used in the event of pulsations in the intake air instead of the values measured by the air mass meter (LW), are adapted to the outside air pressure. Verfahren nach Anspruch 2
dadurch gekennzeichnet,
daß sich der Korrekturfaktor (KF) berechnet nach der Formel:

KF = LW / LE * TF ,
Figure imgb0003

wobei mit LW, der von einem Luftmesser im Ansaugtrakt der Brennkraftmaschine gemessene Luftwert bezeichnet ist, mit LE der in einem Kennfeld gespeicherte Ersatzluftwert und mit TF ein Temperaturfaktor, der sich berechnet nach der Formel:
Figure imgb0004
 The method of claim 2
characterized,
that the correction factor (KF) is calculated according to the formula:

KF = LW / LE * TF,
Figure imgb0003

where LW, the air value measured by an air meter in the intake tract of the internal combustion engine, LE, the replacement air value stored in a map and TF, a temperature factor, which is calculated according to the formula:
Figure imgb0004
 Verfahren nach Anspruch 2
dadurch gekennzeichnet,
daß der Korrekturfaktor (KF) einer gleitenden Mittelung unterzogen wird.The method of claim 2
characterized,
that the correction factor (KF) is subjected to a moving averaging. Verfahren nach Anspruch 1
dadurch gekennzeichnet,
daß beim erstmaligen Start der Brennkraftmaschine der Korrekturfaktor (KF) zu eins gesetzt wird.The method of claim 1
characterized,
that the correction factor (KF) is set to one when the internal combustion engine is started for the first time.
EP93114840A 1993-09-15 1993-09-15 Correction of the injection period for starting Expired - Lifetime EP0643214B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE59307175T DE59307175D1 (en) 1993-09-15 1993-09-15 Correction of the start injection time
EP93114840A EP0643214B1 (en) 1993-09-15 1993-09-15 Correction of the injection period for starting
US08/306,758 US5577483A (en) 1993-09-15 1994-09-15 Method for correction of starting injection timing
JP6246748A JPH0797944A (en) 1993-09-15 1994-09-16 Adapting and adjusting method of starting injection time to outside air pressure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP93114840A EP0643214B1 (en) 1993-09-15 1993-09-15 Correction of the injection period for starting

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EP0643214A1 true EP0643214A1 (en) 1995-03-15
EP0643214B1 EP0643214B1 (en) 1997-08-20

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EP (1) EP0643214B1 (en)
JP (1) JPH0797944A (en)
DE (1) DE59307175D1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6032653A (en) * 1995-07-25 2000-03-07 Yamaha Hatsudoki Kabushiki Kaisha Engine control system and method
JP3653919B2 (en) * 1997-03-04 2005-06-02 日産自動車株式会社 In-cylinder direct injection type spark ignition internal combustion engine fuel injection control device

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US4864998A (en) * 1987-08-11 1989-09-12 Toyota Jidosha Kabushiki Kaisha Fuel injection system of an internal combustion engine
US4907556A (en) * 1987-10-14 1990-03-13 Mitsubishi Denki Kabushiki Kaisha Electronic control system for internal combustion engine
US4907557A (en) * 1987-10-14 1990-03-13 Mitsubishi Denki Kabushiki Kaisha Fuel injection system for internal combustion engine
EP0478120A2 (en) * 1990-09-12 1992-04-01 Ford Motor Company Limited Method and apparatus for inferring barometric pressure surrounding an internal combustion engine

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JPS5596339A (en) * 1979-01-13 1980-07-22 Nippon Denso Co Ltd Air-fuel ratio control method
JPS5865950A (en) * 1981-10-14 1983-04-19 Nippon Denso Co Ltd Method of controlling internal-combustion engine
JPH0745840B2 (en) * 1986-01-22 1995-05-17 本田技研工業株式会社 Air-fuel ratio atmospheric pressure correction method for internal combustion engine
JPH01280662A (en) * 1988-05-06 1989-11-10 Mitsubishi Electric Corp Atmospheric pressure detecting device for control of engine
DE3925377A1 (en) * 1989-08-01 1991-02-07 Bosch Gmbh Robert METHOD FOR CORRECTING THE MEASURING ERRORS OF A HOT FILM AIRMETER
JP2796419B2 (en) * 1990-10-19 1998-09-10 株式会社日立製作所 Electronic control fuel injection device
DE59209114D1 (en) * 1992-05-27 1998-02-12 Siemens Ag Measurement of the pulsating air mass flow in the intake pipe of an internal combustion engine
WO1994002730A1 (en) * 1992-07-28 1994-02-03 Siemens Aktiengesellschaft Method of adapting internal-combustion engine air values from a substitute characteristic diagram used to control, on the occurrence of pulsing in the air-aspiration line, the formation of the mixture to suit the currently prevailing outside-air conditions

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4864998A (en) * 1987-08-11 1989-09-12 Toyota Jidosha Kabushiki Kaisha Fuel injection system of an internal combustion engine
US4907556A (en) * 1987-10-14 1990-03-13 Mitsubishi Denki Kabushiki Kaisha Electronic control system for internal combustion engine
US4907557A (en) * 1987-10-14 1990-03-13 Mitsubishi Denki Kabushiki Kaisha Fuel injection system for internal combustion engine
EP0478120A2 (en) * 1990-09-12 1992-04-01 Ford Motor Company Limited Method and apparatus for inferring barometric pressure surrounding an internal combustion engine

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US5577483A (en) 1996-11-26
EP0643214B1 (en) 1997-08-20
DE59307175D1 (en) 1997-09-25
JPH0797944A (en) 1995-04-11

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