EP0858555B1 - Method of cylinder-selective control of an internal combustion engine - Google Patents

Method of cylinder-selective control of an internal combustion engine Download PDF

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Publication number
EP0858555B1
EP0858555B1 EP97943802A EP97943802A EP0858555B1 EP 0858555 B1 EP0858555 B1 EP 0858555B1 EP 97943802 A EP97943802 A EP 97943802A EP 97943802 A EP97943802 A EP 97943802A EP 0858555 B1 EP0858555 B1 EP 0858555B1
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EP
European Patent Office
Prior art keywords
cylinder
crankshaft
selective
internal combustion
combustion engine
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.)
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EP97943802A
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German (de)
French (fr)
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EP0858555A2 (en
Inventor
Günter ALBERTER
Matthias Becker
Christof Howold
Harald Krohm
Ralf Magiera
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Conti Temic Microelectronic GmbH
Schaeffler Engineering GmbH
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Conti Temic Microelectronic GmbH
AFT Atlas Fahrzeugtechnik GmbH
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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
    • F02D41/30—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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/226—Fail safe control for fuel injection pump
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness

Definitions

  • the invention relates to a method for the cylinder-selective control of a multi-cylinder, Self-igniting four-stroke internal combustion engine with cylinder-selective fuel injection.
  • An internal combustion engine with auto-ignition for example a diesel engine, offers in comparison to an internal combustion engine with spark ignition, for example a gasoline engine, less Possibilities to influence the combustion process. This means that the possibilities are eliminated the mixture preparation of a gasoline engine completely.
  • the working principle of Self-igniting internal combustion engine only enables the start of injection to be influenced and the amount of fuel injected. Due to inevitable differences in the components Internal combustion engine there are undefined differences in the behavior of the individual cylinders, the impairment in fuel consumption when operating the internal combustion engine, Pollutant emissions, vibration behavior, synchronism, acoustics and Operating time.
  • Component differences are all deviations of the components of a self-igniting Understand the internal combustion engine from its theoretical ideal value.
  • the Component differences may have arisen as a result of inevitable manufacturing tolerances also during operation of the internal combustion engine due to abrasion, deformation, deposits etc. are caused.
  • the differences are above all of those components of a diesel engine that are responsible for the fuel supply or are involved in the combustion process.
  • the injection nozzles for example, where the requirement is particularly problematic there is that all the injection nozzles of a self-igniting internal combustion engine exactly should have the same hydraulic flow of fuel.
  • a reduced hydraulic flow of fuel leads to one Injection nozzle of the self-igniting internal combustion engine during the combustion cycle to one Reduction of the medium pressure in the corresponding cylinder and thus to rotational irregularities the crankshaft.
  • the medium pressure is a variable into which the combustion chamber pressure curve during the combustion cycle Cylinder arrives, and serve as a measure of the energy converted in this cylinder can.
  • the differences in the mean pressure of the individual cylinders result in different operating areas the self-igniting internal combustion engine to different effects. Idle are caused by the rotational irregularities of the crankshaft vehicle parts such as handlebars, mirrors etc. stimulated to vibrate, in the partial load range there is an increased emission of pollutants or fuel consumption causes and reaches the self-igniting internal combustion engine in the full load range its maximum performance is not.
  • the increased load on individual cylinders leads to a reduced operating time of the diesel engine.
  • DE-C-34 03 260 describes a method to control the amount of fuel injected into a multi-cylinder engine specified.
  • the torque acting on the crankshaft of each cylinder equalized.
  • the differences between the maximum and the minimum are used as parameters Speed values used in the work cycle of each cylinder, from which correction values for each cylinder be determined over the entire speed range of the multi-cylinder engine to be kept.
  • the disadvantage of this method is that the Multi-cylinder engine must be kept in a so-called steady state, whereby the method cannot be used in dynamic operation of the multi-cylinder engine can.
  • the invention has for its object a method for cylinder-selective control of a multi-cylinder, self-igniting four-stroke internal combustion engines specify the effect of component differences of the components for the Fuel supply and the combustion system are minimized to a more extensive level Improving the properties when operating the internal combustion engine, for example of fuel consumption.
  • the cylinder pressures are equal to the mean pressures in the Combustion chambers of the internal combustion engine derived various parameters, which are correlated as well as possible with the medium pressure in the combustion chambers and which are in different ones Speed ranges of the internal combustion engine for determining the cylinder-selective Correction values are used that are used to correct the fuel injection.
  • further cylinder-selective correction values can be determined, a defined inequality after the cylinder-selective equalization of the medium pressures of the mean pressures in the combustion chambers of the internal combustion engine. So can for example to suppress vibrations or resonances on the motor vehicle one cylinder fired more / less.
  • the cylinder-selective equality or defined inequality of the mean pressures in the Combustion chambers of the internal combustion engine are changed by changing the injection timing and the amount of fuel injected into the combustion chambers of the internal combustion engine.
  • the cylinder-selective changes in the injection quantity and Injection time of the fuel into the combustion chambers of the internal combustion engine is made in this way that they add up to zero in the sum of the changes in the mean pressures, which ensures that the operating state desired by the driver, or the power output of the internal combustion engine is not changed.
  • the speed average values are divided over a maximum of 720 degrees crankshaft rotation angle formed by the number of cylinders.
  • the speed amplitudes are determined by averaging several current crankshaft speeds the same crankshaft rotation angle of the periodically repeating, mostly Working cycle of the internal combustion engine comprising two crankshaft revolutions each educated.
  • An advantageous development of the invention consists in the storage of curve profiles the current crankshaft speeds and / or cylinder-selective correction values for comparison purposes.
  • the storage can after the manufacture of the internal combustion engine, after a repair or at any intervals.
  • the stored curves of the current crankshaft speeds and / or the Cylinder-selective correction values can be used for the early detection of combustion and / or Compression problems of the internal combustion engine can be used.
  • the result early detection can be displayed in the motor vehicle or in the frame an inspection in a specialist workshop.
  • crankshaft rotation angle detected with a signaling device on the crankshaft and the current crankshaft speeds from a processing unit be determined.
  • the camshaft can be provided with a measuring device having a signal transmitter, which enables the detection of the camshaft rotation angle. This is the information available whether a cylinder is in the 1st or 3rd or in the 2nd or 4th work cycle.
  • the measuring device of the crankshaft and the measuring device of the camshaft be monitored for their functionality.
  • a further development provides that a signal transmitter of the measuring device of the crankshaft and the measuring device of the camshaft for marking a predetermined angle of rotation the respective shaft is used.
  • crankshaft and camshaft signal generators can also be used to check the synchronization between the crankshaft and the camshaft.
  • crankshaft rotation angle and the crankshaft speed can alternatively also from the Camshaft rotation angle can be determined.
  • the various parameters give the mean pressure in the combustion chambers of the internal combustion engine not unadulterated again, but are in different speed ranges changes in speed-dependent cross influences to different degrees. From this it can follow that one parameter more in the lower, the other parameter more in the upper speed range of a diesel engine is correlated with the medium pressures, which necessitates the Speed-specific parameters to be used.
  • the use of different parameters The cylinder-selective allows for different speed ranges of the diesel engine Equality or defined inequality of the mean pressure depending on the current Crankshaft speed for different influences.
  • a vibration reduction on the Based on speed amplitudes can be performed as a parameter, while in the range of 3000 - 6000 revolutions per minute the control of the internal combustion engine for minimization exhaust emissions based on average instantaneous crankshaft speeds is carried out as a parameter.
  • Equalization of cylinder-selective mean pressures to compensate for component differences for a single cylinder adjustment requires a separate, for each cylinder of the diesel engine independent fuel supply, each consisting of an injection pump, a line and an injection nozzle, the PLD system (pump - line - nozzle ")
  • Camshaft driven piston injection pumps are on the fuel supply side via solenoid valves on the fuel tank and on the engine side at the injectors connected.
  • solenoid valve When the solenoid valve is closed, the one in the pump room Fuel by the pressure of a cam on the piston of the injection pump in the combustion chamber injected.
  • the solenoid valve is open, the one in the pump room Fuel is only pumped back into the fuel tank because of the resistance of the injector cannot be overcome.
  • the start and end of the injection process and so that the injection duration or the injection quantity are regulated.
  • About the injection quantity becomes the effect on the crankshaft resulting from the gas force of the combustion process Torque of a cylinder determined.
  • the crankshaft speed results from the Sum of the torques acting on the crankshaft.
  • the crankshaft is equipped with a measuring device to determine the current crankshaft speed and equipped with a processing unit, whose signal transmitter consists of a the crankshaft rotating encoder wheel, which has 36 markings and an additional mark is provided, which are scanned by an inductive sensor.
  • the additional marking indicates an angular position of the crankshaft known to the control unit, e.g. the top dead center of the 1st cylinder.
  • the control device thus has information about the crankshaft rotation angle and the crankshaft speed is available with a resolution of 10 degrees.
  • the signal generator of the measuring device of the camshaft consists of one with the camshaft rotating encoder wheel with 12 markings and an additional marking which are sensed by an inductive sensor.
  • the additional marking indicates an angular position of the camshaft known to the control unit. From the signals of this Inductive sensor, the control unit can control the camshaft rotation angle and the camshaft speed determine with a resolution of 30 degrees (analog 60 degrees crankshaft rotation angle).
  • the control device can use the measuring device of the camshaft to periodically, working cycle of the diesel engine repeating every two crankshaft revolutions assign a change in the current crankshaft speed. For example assign the control unit to the expansion of the 3rd cylinder an increase in the crankshaft speed.
  • the two independent measuring devices of crankshaft and camshaft can be from Control unit can be used for permanent, mutual function control.
  • the relationship the signals from the crankshaft sensors to the signals from the camshaft sensors must be 6: 1 in the example given here.
  • the control unit recognizes a malfunction by changing this ratio one of the inductive sensors, whereupon all control processes based on these measuring devices be deactivated until the defect is remedied and from which the diesel engine, for example can continue to be operated with standard values.
  • the four-cylinder diesel engine After two crankshaft revolutions, the four-cylinder diesel engine has its entire work cycle processed once, and each cylinder (of the four-stroke engine) has a combustion stroke run through.
  • the control unit determines from the 72 current crankshaft speeds over 720 degrees crankshaft rotation angle a curve shape, that of an amount Sine curve resembles Such a curve is shown in FIG. 1. This The course of the curve reflects the differences in the mean pressure in the combustion chambers of the internal combustion engine again.
  • the task of the control unit is a stable control of the fuel injection for compensation of component differences due to the cylinder-selective equalization of the medium pressures.
  • the response of a cylinder's parameter after a variation should of the injection process be linear to the variation of the mean pressure caused thereby, at least in the same direction and monotonous, otherwise the control unit is not unique Diagnosis can make, and would not be able to a stable regulation.
  • For the detection of such a parameter from the curve of the current crankshaft speeds can divide average speed values over 720 degrees crankshaft rotation angle by the number of cylinders and speed amplitudes.
  • Average speed values are particularly insensitive due to the long acquisition interval against the positioning errors of the crankshaft markings that occur at high crankshaft speeds gain influence.
  • Speed amplitudes are compared with increased sensitivity Positioning errors, particularly insensitive to cross influences.
  • Crankshaft speeds can be used as the lower speed range for the use of speed amplitudes up to about 600 revolutions per minute.
  • speed amplitudes are used as a parameter, for example, for cylinder-selective leak tests of the combustion chambers of internal combustion engines.
  • the instantaneous values belonging to a cylinder are used Crankshaft speeds KD1 via a low-pass filter TP with an applicable filter factor Suppression of cyclical fluctuations.
  • the average MW1 of the filtered instantaneous crankshaft speeds KD2 is two crankshaft revolutions each by summing the filtered crankshaft speeds, divided by the number Z of cylinders.
  • This mean MW1 is in each case to the negated filtered instantaneous crankshaft speeds of the same two crankshaft revolutions added, whereby the respective deviation of the filtered current crankshaft speeds to their mean MW1 results.
  • These deviations of the mean MW1 are considered as the control deviation.
  • the compensation the cylinder-selective control deviations for the equalization of the medium pressures takes place via an integrator gain I with applicable gain factor, which causes the control deviations can be converted into cylinder-selective correction moments KM.
  • the integrator gain I is followed by an integrator control, which is a delay element T is extended, that the delay of the control loop by exactly 720 degrees crankshaft rotation angle guaranteed.
  • an integrator control B which is used to identify whether that intended for a cylinder Correction torque is at a limit used for diagnostic purposes.
  • the over the delay element T the cylinder-selective correction moments supplied to the limiting element B.
  • KM are still around the negated mean values MW2 of the correction moments KM for 720 degrees Crankshaft rotation angle expanded, which makes the sum of the cylinder-selective executed Correction moments KM is zero. This is done according to the requirement that the Equalization of the mean pressures of the four-cylinder operating state desired by the driver Diesel engine must not be changed.
  • the single cylinder adjustment is considered to have been successfully completed if the control deviation all cylinders before an applicable period of time for an applicable Duration is below an applicable limit.
  • Purpose of the time period for expiration A regulation is the termination of an unstable regulation process.
  • the cylinder-selective correction moments KM are supplied to the control unit or in the Control unit determined and saved.
  • the control unit takes the from a map appropriate control value for the solenoid valves of the fuel supply to the cylinders exactly the amount of fuel for the operating state desired by the driver plus the determined to supply cylinder-selective correction moments KM.
  • Correction moments KM also serve as comparison values for, for example, inspections determined customer service comparison values. Based on such a comparison damage to the four-cylinder diesel engine can be diagnosed at an early stage. For example can cause fuel injection problems or tightness problems with the combustion chambers of the four-cylinder diesel engine can be detected when a correction torque KM for one Cylinder increases beyond a limit.
  • Figure 3a are the mean pressures of a four-cylinder diesel engine without activated single cylinder adjustment shown.
  • the pressure column belonging to cylinder 1 faces PMI 01 the other cylinders have an approx. 20% lower value for the medium pressure.
  • figure 3b are the mean pressures of this four-cylinder diesel engine with activated single cylinder balancing shown. All four cylinders have approximately the same value for the ' Medium pressure on.
  • the method according to the invention can be used by using speed-specific parameters by means of the PLD system, a control device, the measuring devices of the crankshaft and the camshaft in different speed ranges of the diesel engine based on the Single cylinder balancing can be used differently.
  • the following is the procedure of the single cylinder adjustment modified to give cylinder-selective correction values to get that cause an idle rest control.
  • the generation of vibrations of a vehicle with a diesel engine is caused by rotational irregularities the crankshaft strongly promoted.
  • the vibration sensitivity during idling of the diesel engine results from the small frequency difference between the Natural frequencies of the rear-view mirrors, steering wheel etc. and that when stationary with approx. 600 crankshaft revolutions per minute rotating diesel engine.
  • the idle control is initiated when the crankshaft speed is constantly below one applicable limit is.
  • the procedure is the same as for single cylinder adjustment. Only the parameter used and the gain factor of the integrator gain the idle idle control is adapted.
  • the control process of idle idle control is ended when the control deviations of all cylinders under one applicable Limit. If this limit is exceeded, the idle idle control reactivated.
  • the result is cylinder-selective correction torques corresponding to the Idle idle control requirements.
  • the requirement of idle idle control does not have to consist in equating the medium pressures, but can also be based on relate the equality of characteristics of the crankshaft speeds, whereby by the Correction values a defined inequality of the medium pressures is brought about.
  • the inventive method for cylinder-selective control of a multi-cylinder, Self-igniting four-stroke internal combustion engine with cylinder-selective fuel injection the effect of component differences of the components for the fuel supply and the combustion system minimized, with the curve of the crankshaft speed
  • Different parameters for different speed ranges of the diesel engine are derived from which correction values for correcting the fuel injection are determined be an improvement in the running behavior of the diesel engine, a minimization fuel consumption and a reduction in pollutant emissions.

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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)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

PCT No. PCT/EP97/04350 Sec. 371 Date Apr. 16, 1998 Sec. 102(e) Date Apr. 16, 1998 PCT Filed Aug. 9, 1997 PCT Pub. No. WO98/07971 PCT Pub. Date Feb. 26, 1998A method for the cylinder-selective control of combustion processes in diesel engines. In this case, a measuring device with associated processing unit is used to detect the rotational crankshaft angle and to determine the instantaneous rotational crankshaft speed. A control device determines suitable parameters from the rotational crankshaft speed, which parameters permit a cylinder-selective equalizing or a defined unequalizing of the mean pressures in various operating ranges of the internal combustion engine, thereby minimizing the effects of component differences in the fuel feed system and the combustion system on the combustion process.

Description

Die Erfindung betrifft ein Verfahren zur zylinderselektiven Steuerung einer mehrzylindrigen, selbstzündenden Viertakt - Brennkraftmaschine mit zylinderselektiver Kraftstoffeinspritzung.The invention relates to a method for the cylinder-selective control of a multi-cylinder, Self-igniting four-stroke internal combustion engine with cylinder-selective fuel injection.

Eine Brennkraftmaschine mit Selbstzündung, beispielsweise ein Dieselmotor, bietet im Vergleich zu einer Brennkraftmaschine mit Fremdzündung, beispielsweise ein Ottomotor, weniger Möglichkeiten auf den Verbrennungsprozeß Einfluß zu nehmen. So entfallen die Möglichkeiten der Gemischaufbereitung eines Ottomotors vollständig. Das Arbeitsprinzip der selbstzündenden Brennkraftmaschine ermöglicht lediglich die Beeinflussung des Einspritzbeginns und der eingespritzten Kraftstoffmenge. Durch unvermeidliche Bauteildifferenzen der Brennkraftmaschine ergeben sich undefinierte Unterschiede im Verhalten der einzelnen Zylinder, die beim Betrieb der Brennkraftmaschine zu Beeinträchtigungen in Bezug auf Kraftstoffverbrauch, Schadstoffausstoß, Schwingungsverhalten, Gleichlaufverhalten, Akustik und Betriebsdauer führen können.An internal combustion engine with auto-ignition, for example a diesel engine, offers in comparison to an internal combustion engine with spark ignition, for example a gasoline engine, less Possibilities to influence the combustion process. This means that the possibilities are eliminated the mixture preparation of a gasoline engine completely. The working principle of Self-igniting internal combustion engine only enables the start of injection to be influenced and the amount of fuel injected. Due to inevitable differences in the components Internal combustion engine there are undefined differences in the behavior of the individual cylinders, the impairment in fuel consumption when operating the internal combustion engine, Pollutant emissions, vibration behavior, synchronism, acoustics and Operating time.

Als Bauteildifferenzen sind dabei alle Abweichungen der Bauteile einer selbstzündenden Brennkraftmaschine von ihrem theoretischen Idealwert zu verstehen. Dabei können die Bauteildifferenzen sowohl durch unvermeidliche Fertigungstoleranzen entstanden sein, als auch während des Betriebs der Brennkraftmaschine durch Abrieb, Verformung, Ablagerungen usw. verursacht werden.Component differences are all deviations of the components of a self-igniting Understand the internal combustion engine from its theoretical ideal value. The Component differences may have arisen as a result of inevitable manufacturing tolerances also during operation of the internal combustion engine due to abrasion, deformation, deposits etc. are caused.

Für die durch die Bauteildifferenzen verursachten Beeinträchtigungen sind vor allem die Differenzen derjenigen Bauteile eines Dieselmotors verantwortlich, die an der Kraftstoffzuführung oder an dem Verbrennungsvorgang beteiligt sind.For the impairments caused by the component differences, the differences are above all of those components of a diesel engine that are responsible for the fuel supply or are involved in the combustion process.

Besonders problembehaftet sind beispielsweise die Einspritzdüsen, bei denen die Anforderung besteht, daß alle Einspritzdüsen einer selbstzündenden Brennkraftmaschine den genau gleichen hydraulischen Durchfluß von Kraftstoff aufweisen sollen. Eine Anforderung, die aufgrund der starken Abhängigkeit des hydraulischen Durchflusses von der Beschaffenheit der Einspritzdüsenbohrung, oder von der Kraftstoff- bzw. Einspritzdüsentemperatur, sehr schwer zu realisieren ist. Dabei führt ein verminderter hydraulischer Durchfluß von Kraftstoff bei einer Einspritzdüse der selbstzündenden Brennkraftmaschine beim Verbrennungstakt zu einer Reduzierung des Mitteldruckes in dem entsprechenden Zylinder und damit zu Drehungleichförmigkeiten der Kurbelwelle. The injection nozzles, for example, where the requirement is particularly problematic there is that all the injection nozzles of a self-igniting internal combustion engine exactly should have the same hydraulic flow of fuel. A requirement based on the strong dependence of the hydraulic flow on the nature of the Injector hole, or from the fuel or injector temperature, very difficult is to be realized. A reduced hydraulic flow of fuel leads to one Injection nozzle of the self-igniting internal combustion engine during the combustion cycle to one Reduction of the medium pressure in the corresponding cylinder and thus to rotational irregularities the crankshaft.

Der Mitteldruck ist eine Größe, in die der Brennraumdruckverlauf beim Verbrennungstakt eines Zylinders eingeht, und der als Maß für die in diesem Zylinder umgesetzte Energie dienen kann.The medium pressure is a variable into which the combustion chamber pressure curve during the combustion cycle Cylinder arrives, and serve as a measure of the energy converted in this cylinder can.

Die Unterschiede im Mitteldruck der einzelnen Zylinder führen in verschiedenen Betriebsbereichen der selbstzündenden Brennkraftmaschine zu unterschiedlichen Effekten. Im Leerlauf werden durch die Drehungleichförmigkeiten der Kurbelwelle Fahrzeugteile wie Lenker, Spiegel etc. zu Schwingungen angeregt, im Teillastbereich wird ein erhöhter Schadstoffausstoß bzw. Kraftstoffverbrauch bewirkt und im Volllastbereich erreicht die selbstzündende Brennkraftmaschine seine Maximalleistung nicht. Die erhöhte Belastung einzelner Zylinder führt zu einer verringerten Betriebsdauer des Dieselmotors.The differences in the mean pressure of the individual cylinders result in different operating areas the self-igniting internal combustion engine to different effects. Idle are caused by the rotational irregularities of the crankshaft vehicle parts such as handlebars, mirrors etc. stimulated to vibrate, in the partial load range there is an increased emission of pollutants or fuel consumption causes and reaches the self-igniting internal combustion engine in the full load range its maximum performance is not. The increased load on individual cylinders leads to a reduced operating time of the diesel engine.

In der DE-C-34 03 260 wird ein Verfahren zum Steuern bzw. Regeln der Menge des in einen Mehrzylindermotor eingespritzten Brennstoffes angegeben. Dabei wird das auf die Kurbelwelle wirkende Drehmoment jedes Zylinders angeglichen. Als Kenngrößen werden die Differenzen des maximalen und des minimalen Drehzahlwertes beim Arbeitstakt jedes Zylinders genutzt, woraus für jeden Zylinder Korrekturwerte bestimmt werden, die über den gesamten Drehzahlbereich des Mehrzylindermotors beibehalten werden.DE-C-34 03 260 describes a method to control the amount of fuel injected into a multi-cylinder engine specified. The torque acting on the crankshaft of each cylinder equalized. The differences between the maximum and the minimum are used as parameters Speed values used in the work cycle of each cylinder, from which correction values for each cylinder be determined over the entire speed range of the multi-cylinder engine to be kept.

Der Nachteil dieses Verfahrens besteht darin, daß zur Bestimmung der Kenngrößen der Mehrzylindermotor in einem sogenannten stationären Zustand gehalten werden muß, wodurch das Verfahren im dynamischen Betrieb des Mehrzylindermotors nicht genutzt werden kann.The disadvantage of this method is that the Multi-cylinder engine must be kept in a so-called steady state, whereby the method cannot be used in dynamic operation of the multi-cylinder engine can.

In der US-A-4,705,000, die im wesentlichen den gleichen Sachverhalt wie die DE-C-34 03 260 beschreibt, wird zusätzlich vorgeschlagen, die Summe der Korrekturen der Menge des in einen Mehrzylindermotor eingespritzten Brennstoffes gleich Null zu setzen.In US-A-4,705,000, essentially the same facts as DE-C-34 03 260 describes, it is additionally proposed to add the sum of the corrections to the amount of one To put multi-cylinder engine injected fuel zero.

Der Nachteil dieser Vorgehensweise besteht darin, daß dies zu einer Veränderung des vom Kraftfahrer geforderten Betriebszustands des Mehrzylindermotors führt, da das Drehmoment wie auch der Mitteldruck einer Brennkraftmaschine nicht linear von der zugeführten Kraftstoffmenge abhängig ist.The disadvantage of this approach is that it changes the Driver required operating state of the multi-cylinder engine leads because of the torque like the medium pressure of an internal combustion engine is not linear from the amount of fuel supplied is dependent.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur zylinderselektiven Steuerung einer mehrzylindrigen, selbstzündenden Viertakt - Brennkraftmaschinen anzugeben, bei dem die Auswirkung von Bauteildifferenzen der Bauteile für die Kraftstoffzuführung und des Verbrennungssystems minimiert werden, um eine weitergehende Verbesserung der Eigenschaften beim Betrieb der Brennkraftmaschine, beispielsweise des Kraftstoffverbrauchs, zu ermöglichen. The invention has for its object a method for cylinder-selective control of a multi-cylinder, self-igniting four-stroke internal combustion engines specify the effect of component differences of the components for the Fuel supply and the combustion system are minimized to a more extensive level Improving the properties when operating the internal combustion engine, for example of fuel consumption.

Diese Aufgabe wird erfindungsgemäß durch die Merkmale des Patentanspruchs 1 gelöst. Dabei werden zur zylinderselektiven Gleichstellung der Mitteldrücke in den Brennräumen der Brennkraftmaschine verschiedene Kenngrößen abgeleitet, die mit dem Mitteldruck in den Brennräumen möglichst gut korreliert sind, und die in unterschiedlichen Drehzahlbereichen der Brennkraftmaschine zur Bestimmung der zylinderselektiven Korrekturwerte herangezogen werden, die zur Korrektur der Kraftstoffeinspritzung verwendet werden.This object is achieved by the features of the claim 1 solved. Here, the cylinder pressures are equal to the mean pressures in the Combustion chambers of the internal combustion engine derived various parameters, which are correlated as well as possible with the medium pressure in the combustion chambers and which are in different ones Speed ranges of the internal combustion engine for determining the cylinder-selective Correction values are used that are used to correct the fuel injection.

In einer Weiterbildung der Erfindung können weitere zylinderselektive Korrekturwerte ermittelt werden, die nach der zylinderselektiven Gleichstellung der Mitteldrücke eine definierte Ungleichstellung der Mitteldrücke in den Brennräumen der Brennkraftmaschine bewirken. So kann beispielsweise zur Unterdrückung von Schwingungen oder Resonanzen am Kraftfahrzeug ein Zylinder stärker/geringer befeuert werden.In a further development of the invention, further cylinder-selective correction values can be determined, a defined inequality after the cylinder-selective equalization of the medium pressures of the mean pressures in the combustion chambers of the internal combustion engine. So can for example to suppress vibrations or resonances on the motor vehicle one cylinder fired more / less.

Die zylinderselektive Gleichstellung bzw. definierte Ungleichstellung der Mitteldrücke in den Brennräumen der Brennkraftmaschine wird durch die Änderung des Einspritzzeitpunktes und der Einspritzmenge des Kraftstoffes in die Brennräume der Brennkraftmaschine bewirkt.The cylinder-selective equality or defined inequality of the mean pressures in the Combustion chambers of the internal combustion engine are changed by changing the injection timing and the amount of fuel injected into the combustion chambers of the internal combustion engine.

Dabei ist vorgesehen, daß die zylinderselektiven Änderungen der Einspritzmenge und des Einspritzzeitpunktes des Kraftstoffes in die Brennräume der Brennkraftmaschine so vorgenommen werden, daß sie in der Summe der Änderungen der Mitteldrücke gleich Null ergeben, wodurch gewährleistet ist, daß der vom Kraftfahrer gewünschte Betriebszustand, bzw. die Leistungsabgabe der Brennkraftmaschine, nicht verändert wird.It is provided that the cylinder-selective changes in the injection quantity and Injection time of the fuel into the combustion chambers of the internal combustion engine is made in this way that they add up to zero in the sum of the changes in the mean pressures, which ensures that the operating state desired by the driver, or the power output of the internal combustion engine is not changed.

Vorzugsweise können als Kenngrößen zur zylinderselektiven Gleichstellung der Mitteldrücke aus dem Kurvenverlauf der momentanen Kurbelwellendrehzahlen Drehzahlmittelwerte und Drehzahlamplituden abgeleitet werden.Preferably can be used as parameters for cylinder-selective equality the mean pressure from the curve of the current crankshaft speeds Average speed values and speed amplitudes are derived.

Die Drehzahlmittelwerte werden dabei über maximal 720 Grad Kurbelwellendrehwinkel dividiert durch die Anzahl der Zylinder gebildet.The speed average values are divided over a maximum of 720 degrees crankshaft rotation angle formed by the number of cylinders.

Die Drehzahlamplituden werden durch Mittelung mehrerer momentaner Kurbelwellendrehzahlen des gleichen Kurbelwellendrehwinkels des sich periodisch wiederholenden, zumeist jeweils zwei Kurbelwellenumdrehungen umfassenden Arbeitsspieles der Brennkraftmaschine gebildet.The speed amplitudes are determined by averaging several current crankshaft speeds the same crankshaft rotation angle of the periodically repeating, mostly Working cycle of the internal combustion engine comprising two crankshaft revolutions each educated.

Eine vorteilhafte Weiterbildung der Erfindung besteht in der Speicherung von Kurvenverläufen der momentanen Kurbelwellendrehzahlen und/oder von zylinderselektiven Korrekturwerten für Vergleichszwecke. Die Speicherung kann dabei nach der Herstellung der Brennkraftmaschine, nach einer Reparatur oder nach beliebigen Intervallen erfolgen.An advantageous development of the invention consists in the storage of curve profiles the current crankshaft speeds and / or cylinder-selective correction values for comparison purposes. The storage can after the manufacture of the internal combustion engine, after a repair or at any intervals.

Die gespeicherten Kurvenverläufe der momentanen Kurbelwellendrehzahlen und/oder der zylinderselektiven Korrekturwerte können für die Früherkennung von Verbrennungsund/oder Verdichtungsproblemen der Brennkraftmaschine verwendet werden. Das Ergebnis der Früherkennung kann im Kraftfahrzeug zur Anzeige gebracht werden, oder im Rahmen einer Inspektion in einer Fachwerkstatt abgerufen werden. The stored curves of the current crankshaft speeds and / or the Cylinder-selective correction values can be used for the early detection of combustion and / or Compression problems of the internal combustion engine can be used. The result early detection can be displayed in the motor vehicle or in the frame an inspection in a specialist workshop.

Eine weitere vorteilhafte Weiterbildung der Erfindung besteht darin, daß der Kurbelwellendrehwinkel mit einer Signalgeber aufweisenden Meßvorrichtung an der Kurbelwelle erfaßt wird, und hieraus durch eine Verarbeitungseinheit die momentanen Kurbelwellendrehzahlen bestimmt werden.Another advantageous development of the invention is that the crankshaft rotation angle detected with a signaling device on the crankshaft and the current crankshaft speeds from a processing unit be determined.

Für die eindeutige Zuordnung des sich periodisch wiederholenden, zwei Kurbelwellenumdrehungen umfassenden Arbeitsspiels der Brennkraftmaschine zum Kurbelwellendrehwinkel kann die Nockenwelle mit einer Signalgeber aufweisenden Meßvorrichtung versehen werden, die die Erfassung des Nockenwellendrehwinkels ermöglicht. Damit steht die Information zur Verfügung, ob sich ein Zylinder im 1. oder 3. bzw. im 2. oder 4. Arbeitstakt befindet.For the clear allocation of the periodically repeating, two crankshaft revolutions comprehensive working cycle of the internal combustion engine to the crankshaft rotation angle the camshaft can be provided with a measuring device having a signal transmitter, which enables the detection of the camshaft rotation angle. This is the information available whether a cylinder is in the 1st or 3rd or in the 2nd or 4th work cycle.

Zudem können die Meßvorrichtung der Kurbelwelle und die Meßvorrichtung der Nockenwelle auf ihre Funktionstüchtigkeit überwacht werden. Dabei muß das Verhältnis der Signale, die von den einzelnen Signalgebern der beiden Meßvorrichtungen abgegeben werden, konstant sein.In addition, the measuring device of the crankshaft and the measuring device of the camshaft be monitored for their functionality. The ratio of the signals that are emitted by the individual signal transmitters of the two measuring devices, constant his.

Eine Weiterbildung sieht vor, daß jeweils ein Signalgeber der Meßvorrichtung der Kurbelwelle und der Meßvorrichtung der Nockenwelle zur Markierung eines vorgegebenen Drehwinkels der jeweiligen Welle verwendet wird.A further development provides that a signal transmitter of the measuring device of the crankshaft and the measuring device of the camshaft for marking a predetermined angle of rotation the respective shaft is used.

Zudem können Signale von Signalgebern der Kurbelwelle und der Nockenwelle dazu genutzt werden, um die Synchronisation zwischen der Kurbelwelle und der Nockenwelle zu prüfen.Signals from crankshaft and camshaft signal generators can also be used to check the synchronization between the crankshaft and the camshaft.

Der Kurbelwellendrehwinkel und die Kurbelwellendrehzahl können alternativ auch aus dem Nockenwellendrehwinkel bestimmt werden.The crankshaft rotation angle and the crankshaft speed can alternatively also from the Camshaft rotation angle can be determined.

Dabei ermöglicht die zylinderselektive Gleichstellung bzw. definierte Ungleichstellung des Mitteldruckes die Beeinflussung des Schadstoffausstoßes, des Kraftstoffverbrauches, des Schwingungsverhaltens, des Gleichlaufverhaltens, der Betriebsdauer und/oder der Akustik der Brennkraftmaschine.The cylinder-selective equality or defined inequality of the Medium pressure influencing the emission of pollutants, the fuel consumption, the Vibration behavior, synchronism, operating time and / or acoustics the internal combustion engine.

Die verschiedenen Kenngrößen geben den Mitteldruck in den Brennräumen der Brennkraftmaschine nicht unverfälscht wieder, sondern werden in verschiedenen Drehzahlbereichen von drehzahlabhänigen Quereinflüssen unterschiedlich stark verändert. Daraus kann folgen, daß eine Kenngröße mehr im unteren, die andere Kenngröße eher im oberen Drehzahlbereich eines Dieselmotors mit den Mitteldrücken korreliert ist, wodurch es erforderlich wird, die Kenngrößen drehzahlspezifisch zu verwenden. Die Verwendung verschiedener Kenngrößen für unterschiedliche Drehzahlbereiche des Dieselmotors ermöglicht die zylinderselektive Gleichstellung bzw. definierte Ungleichstellung des Mitteldruckes in Abhängigkeit der momentanen Kurbelwellendrehzahl für unterschiedliche Beeinflussungen. Beispielsweise kann im Bereich von 300 - 700 Umdrehungen pro Minute eine Schwingungsreduzierung auf der Basis von Drehzahlamplituden als Kenngröße durchgeführt werden, während im Bereich von 3000 - 6000 Umdrehung pro Minute die Steuerung der Brennkraftmaschine zur Minimierung der Abgasemissionen auf der Basis von gemittelten momentanen Kurbelwellendrehzahlen als Kenngröße durchgeführt wird.The various parameters give the mean pressure in the combustion chambers of the internal combustion engine not unadulterated again, but are in different speed ranges changes in speed-dependent cross influences to different degrees. From this it can follow that one parameter more in the lower, the other parameter more in the upper speed range of a diesel engine is correlated with the medium pressures, which necessitates the Speed-specific parameters to be used. The use of different parameters The cylinder-selective allows for different speed ranges of the diesel engine Equality or defined inequality of the mean pressure depending on the current Crankshaft speed for different influences. For example in the range of 300 - 700 revolutions per minute a vibration reduction on the Based on speed amplitudes can be performed as a parameter, while in the range of 3000 - 6000 revolutions per minute the control of the internal combustion engine for minimization exhaust emissions based on average instantaneous crankshaft speeds is carried out as a parameter.

Auf Basis der Information über die zylinderselektiven Korrekturwerte bei unterschiedlichen Kurbelwellendrehzahlen können weitergehende Fehlerdiagnosen durchgeführt werden. So kann bei einem geringen Korrekturwert bei niedrigen Kurbelwellendrehzahlen und großem Korrekturwert bei hohen Kurbelwellendrehzahlen eines Zylinders auf einen reduzierten hydraulischen Durchfluß bei der entsprechenden Einspritzdüse geschlossen werden.Based on the information about the cylinder-selective correction values at different crankshaft speeds further fault diagnoses can be carried out. So can with a low correction value at low crankshaft speeds and a large correction value at high crankshaft speeds of a cylinder to a reduced hydraulic Flow can be closed at the corresponding injector.

Im folgenden soll das erfindungsgemäße Verfahren am Beispiel eines Dieselmotors im Zusammenhang mit den Zeichnungen beschrieben und erläutert werden.
Es zeigen:

Figur 1
einen typischen Kurvenverlauf der momentanen Kurbelwellendrehzahl über 720 Grad Kurbelwellendrehwinkel eines vierzylindrigen Dieselmotors,
Figur 2
eine Darstellung des Regelalgorithmus zur Gleichstellung der Mitteldrücke,
Figur 3a
eine Darstellung der zylinderspezifischen Mitteldrücke eines vierzylindrigen Dieselmotors ohne aktivierten Einzelzylinderabgleich,
Figur 3b
eine Darstellung der zylinderspezifischen Mitteldrücke eines vierzylindrigen Dieselmotors mit aktiviertem Einzelzylinderabgleich,
Figur 4a
einen typischen Kurvenverlauf der momentanen Kurbelwellendrehzahlen über 720 Grad Kurbelwellendrehwinkel ohne aktivierte Leerlaufruheregelung bei einem achtzylindrigen Dieselmotor,
Figur 4b
einen typischen Kurvenverlauf der momentanen Kurbelwellendrehzahlen über 720 Grad Kurbelwellendrehwinkel mit aktivierter Leerlaufruheregelung bei einem achtzylindrigen Dieselmotor.
The method according to the invention will be described and explained below using the example of a diesel engine in connection with the drawings.
Show it:
Figure 1
a typical curve of the current crankshaft speed over 720 degrees crankshaft rotation angle of a four-cylinder diesel engine,
Figure 2
a representation of the control algorithm for equating the medium pressures,
Figure 3a
a representation of the cylinder-specific mean pressures of a four-cylinder diesel engine without activated single cylinder adjustment,
Figure 3b
a representation of the cylinder-specific mean pressures of a four-cylinder diesel engine with activated single cylinder adjustment,
Figure 4a
a typical curve of the current crankshaft speeds over 720 degrees crankshaft rotation angle without activated idle idle control in an eight-cylinder diesel engine,
Figure 4b
a typical curve of the current crankshaft speeds over 720 degrees crankshaft rotation angle with activated idle idle control in an eight-cylinder diesel engine.

Die Gleichstellung der zylinderselektiven Mitteldrücke zur Kompensation der Bauteildifferenzen für einen Einzelzylinderabgleich erfordert für jeden Zylinder des Dieselmotors eine eigene, unabhängige Kraftstoffversorgung, die jeweils aus einer Einspritzpumpe, einer Leitung und einer Einspritzdüse, dem PLD-System (Pumpe - Leitung - Düse"), besteht. Die von der Nockenwelle angetriebenen Kolben-Einspritzpumpen sind auf der Seite der Kraftstoffzuführung über Magnetventile an dem Kraftstofftank, und auf der Motorseite an den Einspritzdüsen angeschlossen. Bei geschlossenem Magnetventil wird der im Pumpenraum befindliche Kraftstoff durch den Druck einer Nocke auf den Kolben der Einspritzpumpe in den Verbrennungsraum eingespritzt. Bei geöffnetem Magnetventil wird der im Pumpenraum befindliche Kraftstoff lediglich in den Kraftstofftank zurückgepumpt, da der Widerstand der Einspritzdüse nicht überwunden werden kann.Equalization of cylinder-selective mean pressures to compensate for component differences for a single cylinder adjustment requires a separate, for each cylinder of the diesel engine independent fuel supply, each consisting of an injection pump, a line and an injection nozzle, the PLD system (pump - line - nozzle ") Camshaft driven piston injection pumps are on the fuel supply side via solenoid valves on the fuel tank and on the engine side at the injectors connected. When the solenoid valve is closed, the one in the pump room Fuel by the pressure of a cam on the piston of the injection pump in the combustion chamber injected. When the solenoid valve is open, the one in the pump room Fuel is only pumped back into the fuel tank because of the resistance of the injector cannot be overcome.

Durch geeignetes Öffnen und Schließen der Magnetventile mittels eines für die Motorsteuerung vorgesehenen Steuergerätes kann der Beginn und das Ende des Einspritzvorgangs und damit die Einspritzdauer bzw, die Einspritzmenge reguliert werden. Über die Einspritzmenge wird das auf die Kurbelwelle wirkende, aus der Gaskraft des Verbrennungsvorgangs resultierende Drehmoment eines Zylinders bestimmt. Die Kurbelwellendrehzahl resultiert aus der Summe der auf die Kurbelwelle einwirkenden Drehmomente.By suitably opening and closing the solenoid valves using a motor control provided control unit, the start and end of the injection process and so that the injection duration or the injection quantity are regulated. About the injection quantity becomes the effect on the crankshaft resulting from the gas force of the combustion process Torque of a cylinder determined. The crankshaft speed results from the Sum of the torques acting on the crankshaft.

Zur Bestimmung der momentanen Kurbelwellendrehzahl ist die Kurbelwelle mit einer Meßvorrichtung und einer Verarbeitungseinheit ausgestattet, deren Signalgeber aus einem mit der Kurbelwelle umlaufenden Geberrad besteht, das mit 36 Markierungen und einer Zusatzmarkierung versehen ist, die von einem Induktivsensor abgetastet werden. Die Zusatzmarkierung kennzeichnet eine dem Steuergerät bekannte Winkelposition der Kurbelwelle, z.B. den oberen Totpunkt des 1. Zylinders. Aus den Signalen des Induktivsensors ermittelt die Verarbeitungseinheit bei einer Kurbelwellenumdrehung 36 momentane Kurbelwellendrehzahlen. Dem Steuergerät steht damit die Information über den Kurbelwellendrehwinkel und die Kurbelwellendrehzahl mit einer Auflösung von 10 Grad zur Verfügung.The crankshaft is equipped with a measuring device to determine the current crankshaft speed and equipped with a processing unit, whose signal transmitter consists of a the crankshaft rotating encoder wheel, which has 36 markings and an additional mark is provided, which are scanned by an inductive sensor. The additional marking indicates an angular position of the crankshaft known to the control unit, e.g. the top dead center of the 1st cylinder. The determined from the signals of the inductive sensor Processing unit with a crankshaft revolution 36 current crankshaft speeds. The control device thus has information about the crankshaft rotation angle and the crankshaft speed is available with a resolution of 10 degrees.

Der Signalgeber der Meßvorrichtung der Nockenwelle besteht aus einem mit der Nockenwelle umlaufenden Geberrad, das mit 12 Markierungen und einer Zusatzmarkierung versehen ist, die von einem Induktivsensor abgetastet werden. Die Zusatzmarkierung kennzeichnet eine dem Steuergerät bekannte Winkelposition der Nockenwelle. Aus den Signalen dieses Induktivsensors kann das Steuergerät den Nockenwellendrehwinkel und die Nockenwellendrehzahl mit einer Auflösung von 30 Grad ermitteln (analog 60 Grad Kurbelwellendrehwinkel).The signal generator of the measuring device of the camshaft consists of one with the camshaft rotating encoder wheel with 12 markings and an additional marking which are sensed by an inductive sensor. The additional marking indicates an angular position of the camshaft known to the control unit. From the signals of this Inductive sensor, the control unit can control the camshaft rotation angle and the camshaft speed determine with a resolution of 30 degrees (analog 60 degrees crankshaft rotation angle).

Durch die Meßvorrichtung der Nockenwelle kann das Steuergerät ein Ereignis im sich periodisch, alle zwei Kurbelwellenumdrehungen wiederholenden Arbeitsspiel des Dieselmotors einer Veränderung der momentanen Kurbelwellendrehzahl zuordnen. Beispielsweise kann das Steuergerät der Expansion des 3. Zylinders eine Erhöhung der Kurbelwellendrehzahl zuordnen. The control device can use the measuring device of the camshaft to periodically, working cycle of the diesel engine repeating every two crankshaft revolutions assign a change in the current crankshaft speed. For example assign the control unit to the expansion of the 3rd cylinder an increase in the crankshaft speed.

Die zwei unabhängigen Meßvorrichtungen von Kurbelwelle und Nockenwelle können vom Steuergerät zur permanenten, gegenseitigen Funktionskontrolle genutzt werden. Das Verhältnis der Signale der Kurbelwellensensoren zu den Signalen der Nockenwellensensoren muß bei dem hier ausgeführten Beispiel 6:1 betragen.The two independent measuring devices of crankshaft and camshaft can be from Control unit can be used for permanent, mutual function control. The relationship the signals from the crankshaft sensors to the signals from the camshaft sensors must be 6: 1 in the example given here.

An der Veränderung dieses Verhältnisses erkennt das Steuergerät eine Funktionsstörung an einem der Induktivsensoren, woraufhin alle Steuervorgänge auf Basis dieser Meßvorrichtungen bis zur Behebung des Defektes deaktiviert werden und ab der der Dieselmotor beispielsweise mit Standardwerten weiter betrieben werden kann.The control unit recognizes a malfunction by changing this ratio one of the inductive sensors, whereupon all control processes based on these measuring devices be deactivated until the defect is remedied and from which the diesel engine, for example can continue to be operated with standard values.

Nach zwei Kurbelwellenumdrehungen hat der vierzylindrige Dieselmotor sein gesamtes Arbeitsspiel einmal abgearbeitet, und jeder Zylinder (des Viertakters) hat einen Verbrennungstakt durchlaufen. Dabei ermittelt das Steuergerät aus den 72 momentanen Kurbelwellendrehzahlen über 720 Grad Kurbelwellendrehwinkel einen Kurvenverlauf, der einer betragsförmigen Sinuskurve ähnelt Ein derartiger Kurvenverlauf ist in Figur 1 wiedergegeben. Dieser Kurvenverlauf spiegelt die Differenzen des Mitteldrucks in den Brennräumen der Brennkraftmaschine wieder.After two crankshaft revolutions, the four-cylinder diesel engine has its entire work cycle processed once, and each cylinder (of the four-stroke engine) has a combustion stroke run through. The control unit determines from the 72 current crankshaft speeds over 720 degrees crankshaft rotation angle a curve shape, that of an amount Sine curve resembles Such a curve is shown in FIG. 1. This The course of the curve reflects the differences in the mean pressure in the combustion chambers of the internal combustion engine again.

Die Aufgabe des Steuergerätes ist eine stabile Regelung der Kraftstoffeinspritzung zur Kompensation von Bauteildifferenzen durch die zylinderselektive Gleichstellung der Mitteldrücke.The task of the control unit is a stable control of the fuel injection for compensation of component differences due to the cylinder-selective equalization of the medium pressures.

Da die Mitteldrücke in den Brennräumen des vierzylindrigen Dieselmotors nicht direkt bestimmt werden können, ist die Bereitstellung von geeigneten, zylinderspezifisch ableitbaren Kenngrößen erforderlich, die als Eingangsinformation für das Steuergerät zur Ermittlung von Steuergrößen dient. Diese Kenngrößen müssen sich dadurch auszeichnen, daß die Differenzen der Kenngrößen mit den Differenzen des Mitteldruckes möglichst gut korreliert sind. Zudem sollte die Querempfindlichkeit der Kenngrößen sehr gering sein, d.h. bei einer Korrektur der Kraftstoffeinspritzung bei einem der Zylinder sollte die Reaktion der Kenngröße auf diese Änderung bei einem anderen Zylinder sehr gering ausfallen. Schon bei einer schwachen Querempfindlichkeit einer Kenngröße wird die Diagnosefähigkeit des Steuergerätes beeinträchtigt. Bei starken Querempfindlichkeiten kann keine stabile Regelung der Mitteldrücke erzielt werden. Zudem sollte die Reaktion der Kenngröße eines Zylinders nach einer Variation des Einspritzvorgangs linear zu der hierdurch bedingten Variation des Mitteldruckes sein, mindestens jedoch gleichsinnig und monoton ausfallen, da das Steuergerät sonst keine eindeutige Diagnose treffen kann, und zu keiner stabilen Regelung in der Lage wäre.Because the medium pressures in the combustion chambers of the four-cylinder diesel engine are not directly determined is the provision of suitable, cylinder-specific derivable Characteristics required as input information for the control unit to determine Control variables serves. These parameters must be characterized in that the differences the parameters are correlated as well as possible with the differences in the mean pressure. moreover the cross sensitivity of the parameters should be very low, i.e. with a correction The fuel injection at one of the cylinders should be the response of the parameter to this The change in another cylinder is very small. Even with a weak one Cross-sensitivity of a parameter will impair the diagnostic ability of the control unit. With strong cross-sensitivities, stable regulation of the medium pressures cannot be achieved become. In addition, the response of a cylinder's parameter after a variation should of the injection process be linear to the variation of the mean pressure caused thereby, at least in the same direction and monotonous, otherwise the control unit is not unique Diagnosis can make, and would not be able to a stable regulation.

Für die Erfassung einer derartigen Kenngröße aus dem Kurvenverlauf der momentanen Kurbelwellendrehzahlen können Drehzahlmittelwerte über 720 Grad Kurbelwellendrehwinkel dividiert durch die Anzahl der Zylinder und Drehzahlamplituden herangezogen werden.For the detection of such a parameter from the curve of the current crankshaft speeds can divide average speed values over 720 degrees crankshaft rotation angle by the number of cylinders and speed amplitudes.

Drehzahlmittelwerte sind aufgrund des langen Erfassungsintervalls besonders unempfindlich gegen die Positionierungsfehler der Kurbelwellenmarkierungen, die bei hohen Kurbelwellendrehzahlen an Einfluß gewinnen. Drehzahlamplituden sind bei erhöhter Empfindlichkeit gegenüber Positionierungsfehlern, besonders unempfindlich gegen Quereinflüsse.Average speed values are particularly insensitive due to the long acquisition interval against the positioning errors of the crankshaft markings that occur at high crankshaft speeds gain influence. Speed amplitudes are compared with increased sensitivity Positioning errors, particularly insensitive to cross influences.

Demzufolge werden vorzugsweise im unteren Drehzahlbereich Drehzahlamplituden und im oberen Drehzahlbereich Drehzahlmittelwerte als Kenngröße herangezogen.Accordingly, in the lower speed range, speed amplitudes and in Upper speed range Average speed values used as a parameter.

Als unterer Drehzahlbereich für den Einsatz von Drehzahlamplituden können Kurbelwellendrehzahlen bis etwa 600 Umdrehungen pro Minute angesehen werden. In diesem Drehzahlbereich werden Drehzahlamplituden als Kenngröße beispielsweise für zylinderselektive Dichtigkeitsüberprüfungen der Brennräume von Brennkraftmaschinen genutzt.Crankshaft speeds can be used as the lower speed range for the use of speed amplitudes up to about 600 revolutions per minute. In this speed range speed amplitudes are used as a parameter, for example, for cylinder-selective leak tests of the combustion chambers of internal combustion engines.

Für den Drehzahlbereich oberhalb 600 Umdrehungen pro Minute werden vorzugsweise Drehzahlmittelwerte als Kenngröße für die zylinderselektive Ermittlung der Korrekturwerte verwendet.For the speed range above 600 revolutions per minute are preferred Average speed values as a parameter for the cylinder-selective determination of the correction values used.

Das Verfahren für den Einzelzylinderabgleich, bei dem die Mitteldrücke der Zylinder gleichgestellt werden, wird im folgenden unter Bezug auf den Regelalgorithmus der Figur 2 beschrieben. Dabei werden für eine Kenngröße für einen Drehzahlbereich des Dieselmotors Drehzahlmittelwerte über 720 Grad Kurbelwellendrehwinkel dividiert durch die Anzahl der Zylinder genutzt, wobei als zylinderselektive Korrekturwerte zylinderselektive Korrekturmomente bestimmt werden.The procedure for single cylinder balancing in which the mean pressures of the cylinders are equal are described below with reference to the control algorithm of FIG. 2. Here, for a parameter for a speed range of the diesel engine Average speed values over 720 degrees crankshaft rotation angle divided by the number of cylinders used, with cylinder-selective correction values as cylinder-selective correction values be determined.

Für den Einzelzylinderabgleich werden jeweils die zu einem Zylinder gehörenden momentanen Kurbelwellendrehzahlen KD1 über ein Tiefpaßfilter TP mit applizierbarem Filterfaktor zur Unterdrückung zyklischer Schwankungen geführt. Bei einem vierzylindrigen Viertaktmotor handelt es sich dabei um die momentanen Kurbelwellendrehzahlen von jeweils 180 Grad Kurbelwellendrehwinkel.For the single cylinder adjustment, the instantaneous values belonging to a cylinder are used Crankshaft speeds KD1 via a low-pass filter TP with an applicable filter factor Suppression of cyclical fluctuations. With a four-cylinder four-stroke engine these are the current crankshaft speeds of 180 degrees each Crankshaft rotational angle.

Von den gefilterten momentanen Kurbelwellendrehzahlen KD2 wird der Mittelwert MW1 von jeweils zwei Kurbelwellenumdrehungen durch Summieren der gefilterten Kurbelwellendrehzahlen, dividiert durch die Anzahl Z der Zylinder, gebildet. Dieser Mittelwert MW1 wird jeweils zu den negierten gefilterten momentanen Kurbelwellendrehzahlen der selben zwei Kurbelwellenumdrehungen addiert, wodurch sich die jeweilige Abweichung der gefilterten momentanen Kurbelwellendrehzahlen zu ihrem Mittelwert MW1 ergibt. Diese Abweichungen vom Mittelwert MW1 werden als Regelabweichung betrachtet. Die Kompensation der zylinderselektiven Regelabweichungen zur Gleichstellung der Mitteldrücke erfolgt über eine Integratorverstärkung I mit applizierbarem Verstärkungsfaktor, wodurch die Regelabweichungen in zylinderselektive Korrekturmomente KM umgewandelt werden.The average MW1 of the filtered instantaneous crankshaft speeds KD2 is two crankshaft revolutions each by summing the filtered crankshaft speeds, divided by the number Z of cylinders. This mean MW1 is in each case to the negated filtered instantaneous crankshaft speeds of the same two crankshaft revolutions added, whereby the respective deviation of the filtered current crankshaft speeds to their mean MW1 results. These deviations of the mean MW1 are considered as the control deviation. The compensation the cylinder-selective control deviations for the equalization of the medium pressures takes place via an integrator gain I with applicable gain factor, which causes the control deviations can be converted into cylinder-selective correction moments KM.

Der Integratorverstärkung I schließt sich eine Integratorregelung an, die um ein Verzögerungsglied T erweitert ist, das die Verzögerung des Regelkreises um genau 720 Grad Kurbelwellendrehwinkel gewährleistet. Zudem ist innerhalb der Integratorregelung ein Begrenzungsglied B vorgesehen, welches der Erkennung dient, ob das für einen Zylinder bestimmte Korrekturmoment an einer für Diagnosezwecke genutzten Grenze liegt. Die über das Verzögerungsglied T dem Begrenzungsglied B zugeführten zylinderselektiven Korrekturmomente KM werden noch um die negierten Mittelwerte MW2 der Korrekturmomente KM für 720 Grad Kurbelwellendrehwinkel erweitert, wodurch die Summe der ausgeführten zylinderselektiven Korrekturmomente KM gleich Null ist. Dies geschieht gemäß der Anforderung, daß durch die Gleichstellung der Mitteldrücke der vom Kraftfahrer gewünschte Betriebszustand des vierzylindrigen Dieselmotors nicht verändert werden darf.The integrator gain I is followed by an integrator control, which is a delay element T is extended, that the delay of the control loop by exactly 720 degrees crankshaft rotation angle guaranteed. There is also a limiting element within the integrator control B provided, which is used to identify whether that intended for a cylinder Correction torque is at a limit used for diagnostic purposes. The over the delay element T the cylinder-selective correction moments supplied to the limiting element B. KM are still around the negated mean values MW2 of the correction moments KM for 720 degrees Crankshaft rotation angle expanded, which makes the sum of the cylinder-selective executed Correction moments KM is zero. This is done according to the requirement that the Equalization of the mean pressures of the four-cylinder operating state desired by the driver Diesel engine must not be changed.

Der Einzelzylinderabgleich wird als erfolgreich abgeschlossen angesehen, wenn die Regelabweichung aller Zylinder vor Ablauf einer applizierbaren Zeitspanne für eine applizierbare Dauer unterhalb einem applizierbaren Grenzwert liegt. Zweck der Zeitspanne für den Ablauf einer Regelung ist die Beendigung eines instabilen Regelvorgangs.The single cylinder adjustment is considered to have been successfully completed if the control deviation all cylinders before an applicable period of time for an applicable Duration is below an applicable limit. Purpose of the time period for expiration A regulation is the termination of an unstable regulation process.

Die zylinderselektiven Korrekturmomente KM werden dem Steuergerät zugeführt bzw. im Steuergerät ermittelt und gespeichert. Aus einem Kennfeld entnimmt das Steuergerät den passenden Steuerwert für die Magnetventile der Kraftstoffzuführung, um den Zylindern genau die Kraftstoffmenge für den vom Kraftfahrer gewünschten Betriebszustand plus die ermittelten, zylinderselektiven Korrekturmomente KM zuzuführen.The cylinder-selective correction moments KM are supplied to the control unit or in the Control unit determined and saved. The control unit takes the from a map appropriate control value for the solenoid valves of the fuel supply to the cylinders exactly the amount of fuel for the operating state desired by the driver plus the determined to supply cylinder-selective correction moments KM.

Für die Speicherung der zylinderselektiven Korrekturmomente KM im Steuergerät sind mehrere Speicherplätze vorgesehen. Primär werden die nach der Herstellung des Dieselmotors ermittelten zylinderselektiven Korrekturmomente KM gespeichert (Grundabgleich). Zudem können im Rahmen vom Inspektionen (Kundendienstabgleich), nach Reparaturen oder nach beliebigen Zeitintervallen weitere zylinderselektive Korrekturmomente KM abgespeichert werden.There are several for storing the cylinder-selective correction moments KM in the control unit Storage spaces provided. Primarily those after the production of the diesel engine determined cylinder-selective correction moments KM saved (basic adjustment). moreover can be carried out as part of inspections (customer service comparison), after repairs or after Further cylinder-selective correction moments KM are stored at any time intervals become.

Die nach der Herstellung des vierzylindrigen Dieselmotors gespeicherten zylinderselektiven Korrekturmomente KM dienen zusätzlich als Vergleichswerte für beispielsweise bei Inspektionen ermittelte Kundendienstabgleichswerte. Auf Basis eines derartigen Vergleiches können frühzeitig Schäden an dem vierzylindrigen Dieselmotor diagnostiziert werden. Beispielsweise können Probleme der Kraftstoffeinspritzung oder Dichtigkeitsprobleme der Brennräume des vierzylindrigen Dieselmotors erkannt werden, wenn ein Korrekturmoment KM für einen Zylinder über einen Grenzwert hinaus zunimmt.The cylinder-selective saved after the manufacture of the four-cylinder diesel engine Correction moments KM also serve as comparison values for, for example, inspections determined customer service comparison values. Based on such a comparison damage to the four-cylinder diesel engine can be diagnosed at an early stage. For example can cause fuel injection problems or tightness problems with the combustion chambers of the four-cylinder diesel engine can be detected when a correction torque KM for one Cylinder increases beyond a limit.

In Figur 3a sind die Mitteldrücke eines vierzylindrigen Dieselmotors ohne aktivierten Einzelzylinderabgleich dargestellt. Dabei weist die zum Zylinder 1 gehörende Drucksäule PMI 01 gegenüber den anderen Zylindern einen ca. 20% geringeren Wert für den Mitteldruck auf. In Figur 3b sind die Mitteldrücke dieses vierzylindrigen Dieselmotors mit aktiviertem Einzelzylinderabgleich dargestellt. Dabei weisen alle vier Zylinder den in etwa gleichen Wert für den' Mitteldruck auf. In Figure 3a are the mean pressures of a four-cylinder diesel engine without activated single cylinder adjustment shown. The pressure column belonging to cylinder 1 faces PMI 01 the other cylinders have an approx. 20% lower value for the medium pressure. In figure 3b are the mean pressures of this four-cylinder diesel engine with activated single cylinder balancing shown. All four cylinders have approximately the same value for the ' Medium pressure on.

Durch die Verwendung drehzahlspezifischer Kenngrößen kann das erfindungsgemäße Verfahren mittels dem PLD - System, einem Steuergerät, den Meßvorrichtungen der Kurbelwelle und der Nockenwelle in verschiedenen Drehzahlbereichen des Dieselmotors auf Basis des Einzelzylinderabgleiches unterschiedlich genutzt werden. Im folgenden wird das Verfahren des Einzelzylinderabgleiches dahingehend modifiziert, um zylinderselektive Korrekturwerte zu erhalten, die eine Leerlaufruheregelung bewirken.The method according to the invention can be used by using speed-specific parameters by means of the PLD system, a control device, the measuring devices of the crankshaft and the camshaft in different speed ranges of the diesel engine based on the Single cylinder balancing can be used differently. The following is the procedure of the single cylinder adjustment modified to give cylinder-selective correction values to get that cause an idle rest control.

In der Figur 4a sind die momentanen Kurbelwellendrehzahlen über 720 Grad Kurbelwellendrehwinkel eines achtzylindrigen Dieselmotors ohne Leerlaufruheregelung und in Figur 4b mit Leerlaufruheregelung dargestellt.In Figure 4a, the current crankshaft speeds are over 720 degrees crankshaft rotation angle an eight-cylinder diesel engine without idle idle control and in Figure 4b Idle idle control shown.

Die Entstehung von Schwingungen eines Fahrzeugs mit Dieselmotor wird von Drehungleichförmigkeiten der Kurbelwelle stark gefördert. Die Schwingungsempfindlichkeit während des Leerlaufs des Dieselmotors resultiert aus dem geringen Frequenzabstand zwischen den Eigenfrequenzen von Rückspiegeln, Lenkrad etc. und dem im Stand mit ca. 600 Kurbelwellenumdrehungen pro Minute drehenden Dieselmotor.The generation of vibrations of a vehicle with a diesel engine is caused by rotational irregularities the crankshaft strongly promoted. The vibration sensitivity during idling of the diesel engine results from the small frequency difference between the Natural frequencies of the rear-view mirrors, steering wheel etc. and that when stationary with approx. 600 crankshaft revolutions per minute rotating diesel engine.

Die Leerlaufruheregelung wird initiiert, wenn die Kurbelwellendrehzahl konstant unterhalb eines applizierbaren Grenzwertes liegt. Der Ablauf des Verfahrens ist analog zum Einzelzylinderabgleich. Lediglich die verwendete Kenngröße und der Verstärkungsfaktor der Integratorverstärkung wird der Leerlaufruheregelung angepaßt. Der Regelvorgang der Leerlaufruheregelung wird beendet, wenn die Regelabweichungen aller Zylinder unter einem applizierbaren Grenzwert liegen. Bei der Überschreitung dieses Grenzwertes wird die Leerlaufruheregelung wieder aktiviert. Das Ergebnis sind zylinderselektive Korrekturmomente entsprechend den Anforderungen einer Leerlaufruheregelung. Die Anforderung einer Leerlaufruheregelung muß dabei nicht in der Gleichstellung der Mitteldrücke bestehen, sondern kann sich auch auf die Gleichstellung von Merkmalen der Kurbelwellendrehzahlen beziehen, wobei durch die Korrekturwerte eine definierte Ungleichstellung der Mitteldrücke herbeigeführt wird.The idle control is initiated when the crankshaft speed is constantly below one applicable limit is. The procedure is the same as for single cylinder adjustment. Only the parameter used and the gain factor of the integrator gain the idle idle control is adapted. The control process of idle idle control is ended when the control deviations of all cylinders under one applicable Limit. If this limit is exceeded, the idle idle control reactivated. The result is cylinder-selective correction torques corresponding to the Idle idle control requirements. The requirement of idle idle control does not have to consist in equating the medium pressures, but can also be based on relate the equality of characteristics of the crankshaft speeds, whereby by the Correction values a defined inequality of the medium pressures is brought about.

Während des Teil/Vollastbetriebs des Dieselmotors bewirkt die zylinderselektive Gleichstellung der Mitteldrücke durch die Kompensation der Bauteildifferenzen mittels des Einzelzylinderabgleiches eine Minimierung des Kraftstoffverbrauchs sowie eine Reduzierung der Schadstoffemission. Durch die gleichmäßigere Lastverteilung, die Reduzierung der Schwingungsneigung und die frühzeitige Erkennung von beispielsweise Kompressionsmängeln, Defekten der Einspritzanlage oder Sensorstörungen, wird eine Steigerung der Betriebsdauer des Dieselmotors bewirkt. In einigen Betriebsbereichen des Dieselmotors können durch die hiermit mögliche gezielt unterschiedliche Belastung der Zylinder Vorteile im Betriebsverhalten des Dieselmotors erzielt werden. During partial / full load operation of the diesel engine, cylinder-selective equality the mean pressures through the compensation of the component differences by means of the single cylinder adjustment minimizing fuel consumption and reducing fuel consumption Pollutant emission. Due to the more even load distribution, the reduction in the tendency to vibrate and early detection of, for example, compression defects, Defects in the injection system or sensor malfunctions will increase the operating time of the diesel engine. In some operating areas of the diesel engine, the hereby possible specific different loading of the cylinder advantages in operating behavior of the diesel engine can be achieved.

Durch das erfindungsgemäße Verfahren zur zylinderselektiven Steuerung einer mehrzylindrigen, selbstzündenden Viertakt - Brennkraftmaschine mit zylinderselektiver Kraftstoffeinspritzung werden die Auswirkung von Bauteildifferenzen der Bauteile für die Kraftstoffzuführung und des Verbrennungssystems minimiert, wobei aus dem Kurvenverlauf der Kurbelwellendrehzahl für unterschiedliche Drehzahlbereiche des Dieselmotors unterschiedliche Kenngrößen abgeleitet werden, aus denen Korrekturwerte zur Korrektur der Kraftstoffeinspritzung bestimmt werden, die eine Verbesserung des Laufverhaltens des Dieselmotors, eine Minimierung des Kraftstoffverbrauchs sowie eine Reduzierung der Schadstoffemission bewirken.The inventive method for cylinder-selective control of a multi-cylinder, Self-igniting four-stroke internal combustion engine with cylinder-selective fuel injection the effect of component differences of the components for the fuel supply and the combustion system minimized, with the curve of the crankshaft speed Different parameters for different speed ranges of the diesel engine are derived from which correction values for correcting the fuel injection are determined be an improvement in the running behavior of the diesel engine, a minimization fuel consumption and a reduction in pollutant emissions.

Claims (18)

  1. Method for the cylinder-selective control of a multicylinder, self-igniting four-stroke internal combustion engine with cylinder-selective fuel injection and with means for detecting the crankshaft rotational angle and for determining the instantaneous crankshaft speeds, wherein various characteristic quantities, which are correlated with the average pressure in different speed ranges of the instantaneous crankshaft speed, are derived from the curve shape of the instantaneous crankshaft speeds for the cylinder-selective equalisation of the average pressures in the combustion chambers of the internal combustion engine, and wherein cylinder-selective correction values are determined for a respective speed range from the characteristic quantity derived for this speed range and used to correct the fuel injection in this speed range.
  2. Method according to Claim 1, characterised in that further cylinder-selective correction values are established, these being used for defined de-equalisation of the average pressures following the cylinder-selective equalisation of the average pressures in the combustion chambers of the internal combustion engine.
  3. Method according to Claims 1 and 2, characterised in that the cylinder-selective equalisation or defined de-equalisation of the average pressures in the combustion chambers of the internal combustion engine is effected through the cylinder-selective change in the amount of fuel injected and the instant of injecting the fuel into the combustion chambers of the internal combustion engine.
  4. Method according to Claim 3, characterised in that the cylinder-selective changes in the amount of fuel injected and the instant of injecting the fuel into the combustion chambers of the internal combustion engine for cylinder-selective equalisation or defined de-equalisation of the average pressures are undertaken such that the sum of the changes in the average pressures equals zero.
  5. Method according to any one of Claims 1 to 4, characterised in that a first characteristic quantity for determining the cylinder-selective correction values is derived from average speed values of the instantaneous crankshaft speeds.
  6. Method according to any one of Claims 1 to 5, characterised in that a second characteristic quantity for determining the cylinder-selective correction values is derived from speed amplitudes of the instantaneous crankshaft speeds.
  7. Method according to Claim 6, characterised in that the speed amplitudes of the curve shape of the instantaneous crankshaft speeds are determined by averaging a plurality of instantaneous crankshaft speeds of the same crankshaft rotational angle of the periodically recurring working cycle of the internal combustion engine.
  8. Method according to Claims 1 to 7, characterised in that the curve shapes of the instantaneous crankshaft speeds and/or the cylinder-selective correction values are stored for purposes of comparison following manufacture of the internal combustion engine, following a repair or following any desired intervals.
  9. Method according to Claim 8, characterised in that the stored curve shapes of the instantaneous crankshaft speeds and/or the cylinder-selective correction values are used for early identification of combustion problems and/or compression problems of the internal combustion engine and/or for fault diagnosis.
  10. Method according to any one of Claims 1 to 9, characterised in that the crankshaft rotational angle is detected at the crankshaft by a measuring device comprising signal transmitters, and the instantaneous crankshaft speeds are determined from this by a processing unit.
  11. Method according to any one of Claims 1 to 10, characterised in that the camshaft rotational angle is detected by a measuring device comprising signal transmitters in order to associate the crankshaft rotational angle with the working cycle of the internal combustion engine.
  12. Method according to either of Claims 10 and 11, characterised in that the crankshaft measuring device and the camshaft measuring device are monitored as to their serviceability by examining the relationship of the signals which issue from the signal transmitters of these two measuring devices.
  13. Method according to any one of Claims 10 to 12, characterised in that a respective marking of the crankshaft measuring device and of the camshaft measuring device is used to characterise a predetermined rotational angle of the respective shaft.
  14. Method according to any one of Claims 10 to 13, characterised in that signals from signal transmitters of the crankshaft and the camshaft are used to examine the synchronisation between the crankshaft and the camshaft.
  15. Method according to any one of Claims 10 to 14, characterised in that the crankshaft rotational angle and the instantaneous crankshaft speed are derived from the camshaft rotational angle.
  16. Method according to any one of Claims 1 to 15, characterised in that the pollutant emission and/or the fuel consumption and/or the vibration behaviour and/or the synchronous behaviour and/or the service life and/or the acoustics of the internal combustion engine is/are influenced by the cylinder-selective equalisation or defined de-equalisation of the average pressure.
  17. Method according to Claim 16, characterised in that the cylinder-selective equalisation or defined de-equalisation of the average pressure in accordance with the instantaneous crankshaft speed is used for different influences.
  18. Method according to Claims 1 to 17, characterised in that extensive fault diagnoses are carried out on the basis of the information on the cylinder-selective correction values at various instantaneous crankshaft speeds of the internal combustion engine.
EP97943802A 1996-08-16 1997-08-09 Method of cylinder-selective control of an internal combustion engine Expired - Lifetime EP0858555B1 (en)

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US6082330A (en) 2000-07-04
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DE19633066C2 (en) 1998-09-03
WO1998007971A2 (en) 1998-02-26

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