EP0878616A2 - Method for controlling fuel injection quantity in the internal combustion engine of a vehicle - Google Patents

Method for controlling fuel injection quantity in the internal combustion engine of a vehicle Download PDF

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Publication number
EP0878616A2
EP0878616A2 EP98105201A EP98105201A EP0878616A2 EP 0878616 A2 EP0878616 A2 EP 0878616A2 EP 98105201 A EP98105201 A EP 98105201A EP 98105201 A EP98105201 A EP 98105201A EP 0878616 A2 EP0878616 A2 EP 0878616A2
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
value
control value
injection quantity
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Application number
EP98105201A
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German (de)
French (fr)
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EP0878616B1 (en
EP0878616A3 (en
Inventor
Christian Ertl
Josef Schubert
Oswald Hiemesch
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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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
    • F02D41/24—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
    • F02D41/2432—Methods of calibration
    • 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

Definitions

  • the invention relates to a method for controlling the injection quantity in an internal combustion engine in motor vehicles according to the preamble of claim 1.
  • Such a method is known for example from US 5,483,940.
  • the internal combustion engine by an electronic control unit stored basic control values for the fuel pump.
  • the pressure in the fuel lines which is generated by the fuel pump, detected and with compared to a predetermined target pressure.
  • a correction control value is determined which also in the control of the injection quantity into the cylinders of the internal combustion engine comes in.
  • This procedure becomes adaptive throughout Vehicle operation carried out and therefore requires a considerable Part of the computing time of the electronic control unit.
  • Determination of the pressure in the fuel lines requires an additional sensor.
  • the invention is based on the knowledge that, due to mechanical component tolerances, in particular the injection valves and the fuel pump, scattering occurs in the correct injection quantity. Large quantity spreads can lead to high exhaust gas emissions.
  • a correction method is carried out according to the invention, which is at least partially carried out during the vehicle production process. For this purpose, a deviation value of an actual injection quantity from a target injection quantity is determined during the vehicle production process for a predetermined operating state of the internal combustion engine, in particular by means of an external test device that can be connected to the electronic control unit of the internal combustion engine. This deviation value is used in the electronic control unit to determine a correction control value for controlling the injection quantity.
  • This deviation value can be programmed into the electronic control unit either by the external test device or by an additional programming station.
  • a known method can be used to determine the actual injection quantity Fuel balance "method can be used, as described, for example, in EP 0 339 003 B1. The determination of the actual injection quantity is not the subject of the invention.
  • the correction control value is preferably specified during vehicle operation (after the vehicle production process) as a function of the current load state of the internal combustion engine.
  • the load state of the internal combustion engine is usually determined using characteristic diagrams stored in the electronic control unit. According to the invention, a predefined number of support points can be defined in such a characteristic diagram, at which different correction control values are predefined. If, for example, the correction control value is equal to the deviation value, depending on the current load state at some support points, e.g. B. in particular in the full load range, the correction control value are added, but are suppressed at the other support points. In this way, a particularly simple specification of a correction trigger value is carried out as a function of the current load state of the internal combustion engine.
  • correction control value can also be dependent, for example be determined by the type of internal combustion engine. Applied to the example of the base points in a load state map can be dependent of the type of the internal combustion engine at certain points of the map, the injection quantity by means of the correction control value partially increased or reduced. Special internal combustion engine characteristics can be used here be taken into account.
  • a vehicle production process is shown roughly schematically.
  • an internal combustion engine 1 is first conveyed to a functional test bench 2 before the internal combustion engine 1 is installed in the vehicle 4.
  • the internal combustion engine 1 is put into a predetermined operating state, for example, together with the electronic control device 3 assigned to it.
  • B Setting a constant speed.
  • the target injection quantity m target is determined for this predetermined operating state by means of an external test device 5, which can be a conventional diagnostic tester, and is connected to the control unit 3.
  • This target injection amount m to be obtained with the by a fuel balance 6 actual injection quantity m is compared, resulting in the deviation value m abw results.
  • the determined deviation value m abw is forwarded to a programming station 7 from the external test device 5 or from the functional test stand 2.
  • the determined deviation value m abw is stored in the control unit 3 by the programming station 7.
  • values for determining the correction activation value KS as a function of the current load state A to M are also stored in the control unit 3 by means of a first table Tab1.
  • an additional value m ad is additionally stored in the control unit 3 by the programming station 7 via a second table Tab2 depending on the type T1 to T3 (cf. can be specified.
  • the control device 3 is, for example, via an electrical control line connected to an injection pump 8 of a diesel engine.
  • the injection pump 8 is in particular with the cylinders of the diesel engine 1 connected.
  • the control unit 3 determines a total control value GS, through which the injection pump 8 is an actual injection quantity m a conveyed into the cylinders of the diesel internal combustion engine 1 for controlling the injection quantity.
  • the total control value GS is composed of a basic control value BS and a correction control value KS.
  • the basic control value BS is read from a permanently stored map 10.
  • the map 10 is a basic control value BS in response to the engine speed n and m of a predetermined by the driver injection quantity before from.
  • the injection quantity m before specified by the driver is determined by a conversion unit 9 from a value PWG, which represents the position of the accelerator pedal specified by the driver.
  • a specific injection quantity is subtracted or added from the basic control value BS depending on the sign of the correction control value KS.
  • the correction control value KS is determined by a correction control block 11.
  • a map is stored in the correction control block 11, by means of which, depending on the engine speed n and the injection quantity m specified by the driver , the current load state of the engine 1 can be determined.
  • twelve support points A to M are specified in this map. (. Cf. Also Fig 3) by means of the factors F1 and F2 from the first table TAB1, by means of the adder value M ad (from the second table Tab2, cf. Fig. 1 and Fig. 3) and by means of the Abweichiness m abw is any Interpolation point A to M is calculated using a formula stored in the arithmetic block 12 (cf. also FIG. 3), a correction control value KS.
  • the correction control value KS is basically the same as the deviation value m dev .
  • the factor F1, 0 or 1 is used to select at which points A to M reflecting the current load state the correction control value KS in the form of the deviation value m abw is to be added to the basic control value BS.
  • a correction control value KS in the form of the deviation value m abw is added to the base control value BS at all the support points except the support points C, D, H and M. At the support points C, D, H and M, no correction is made depending on the deviation value m abw .
  • the factor F2 in the first table Tab 1 determines the correction control value KS at the support points L and M as a function of the types T1 to T3 of the internal combustion engine 1.
  • the addition value m ad is defined as 1.5 mg per stroke.
  • the correction control value KS thus corresponds exclusively to the addition value m ad at the base point M.
  • the correction control value KS at the reference point L corresponds to the addition of the addition value m ad with the deviation value m abw (cf. formula of the calculation block 12).
  • the additional correction by means of the addition value m ad has the advantage in the present example that the injection quantity is increased in particular in the full-load range (upper support points). Such a correction may be necessary in particular depending on the characteristic of the type of internal combustion engine.
  • the simplicity of the corrective method for controlling the injection quantity clarifies, which saves additional sensors, reduces computing time and exhaust emissions be minimized.

Abstract

The method involves using a base control value (BS) stored in an electronic controller (3) and a correction control value (KS) which is flexibly determined by the electronic controller. The correction control value is defined using a deviation value determined during manufacture of the vehicle for a certain operating state of the engine (1). The correction control value can be defined depending on the instantaneous engine load state.

Description

Die Erfindung bezieht sich auf ein Verfahren zur Steuerung der Einspritzmenge in eine Brennkraftmaschine bei Kraftfahrzeugen nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a method for controlling the injection quantity in an internal combustion engine in motor vehicles according to the preamble of claim 1.

Ein derartiges Verfahren ist beispielsweise aus der US 5,483,940 bekannt. Bei diesem bekannten Verfahren werden in Abhängigkeit von Betriebsparametern der Brennkraftmaschine durch ein elektronisches Steuergerät fest abgespeicherte Basis-Ansteuerwerte für die Kraftstoffpumpe vorgegeben. Während des Betriebs der Brennkraftmaschine wird der Druck in den Kraftstoffleitungen, der durch die Kraftstoffpumpe erzeugt wird, erfaßt und mit einem vorgegebenen Solldruck verglichen. In Abhängigkeit von dem so ermittelten Druckdifferenzwert wird ein Korrektur-Ansteuerwert bestimmt, der ebenfalls in die Steuerung der Einspritzmenge in die Zylinder der Brennkraftmaschine eingeht. Dieses Verfahren wird adaptiv während des gesamten Fahrzeugbetriebs durchgeführt und benötigt somit einen beachtlichen Teil der Rechenzeit des elektronischen Steuergeräts. Darüber hinaus ist zur Ermittlung des Drucks in den Kraftstoffleitungen ein zusätzlicher Sensor erforderlich.Such a method is known for example from US 5,483,940. In this known method, depending on the operating parameters the internal combustion engine by an electronic control unit stored basic control values for the fuel pump. During the operation of the internal combustion engine, the pressure in the fuel lines, which is generated by the fuel pump, detected and with compared to a predetermined target pressure. Depending on the determined Pressure difference value, a correction control value is determined which also in the control of the injection quantity into the cylinders of the internal combustion engine comes in. This procedure becomes adaptive throughout Vehicle operation carried out and therefore requires a considerable Part of the computing time of the electronic control unit. In addition to that Determination of the pressure in the fuel lines requires an additional sensor.

Es ist Aufgabe der Erfindung, ein einfacheres und kostengünstigeres Verfahren zur Steuerung der Einspritzmenge in eine Brennkraftmaschine zu schaffen, das Streuungen der korrekten Einspritzmenge, insbesondere aufgrund des Einflusses mechanischer Toleranzen der beteiligten Bauelemente, weitgehend reduziert.It is an object of the invention to provide a simpler and less expensive method to control the injection quantity in an internal combustion engine create the scatter of the correct injection amount, in particular due to the influence of mechanical tolerances of the components involved, largely reduced.

Diese Aufgabe wird durch die kennzeichnenden Merkmale des Patentanspruchs 1 gelöst.This object is achieved by the characterizing features of the patent claim 1 solved.

Die Gegenstände der abhängigen Patentansprüche sind vorteilhafte Weiterbildungen der Erfindung.The subjects of the dependent claims are advantageous developments the invention.

Der Erfindung liegt die Erkenntnis zugrunde, daß aufgrund von mechanischen Bauelementetoleranzen, insbesondere der Einspritzventile und der Kraftstoffpumpe, Streuungen in der korrekten Einspritzmenge auftreten. Hohe Mengenstreuungen können zu hohen Abgasemissionen führen. Um die Kosten für aufwendige Zusatztechnik zur Verbesserung der mechanischen Bauteiltoleranzen einzusparen, wird erfindungsgemäß ein Korrekturverfahren vorgenommen, das zumindest zum Teil bereits während des Fahrzeug-Produktionsprozesses durchgeführt wird. Hierzu wird während des Fahrzeug-Produktionsprozesses für einen vorgegebenen Betriebszustand der Brennkraftmaschine, insbesondere mittels eines an das elektronische Steuergerät der Brennkraftmaschine anschließbaren externen Prüfgeräts, ein Abweichwert einer Ist-Einspritzmenge von einer Soll-Einspritzmenge ermittelt. Dieser Abweichwert wird im elektronischen Steuergerät zur Bestimmung eines Korrektur-Ansteuerwertes zur Steuerung der Einspritzmenge verwendet. Dieser Abweichwert kann entweder durch das externe Prüfgerät oder durch eine zusätzliche Programmierstation in das elektronische Steuergerät einprogrammiert werden. Zur Bestimmung der Ist-Einspritzmenge kann ein bekanntes

Figure 00030001
Kraftstoffwaage"-Verfahren verwendet werden, wie es z. B. in der EP 0 339 003 B1 beschrieben ist. Die Bestimmung der Ist-Einspritzmenge ist nicht Gegenstand der Erfindung.The invention is based on the knowledge that, due to mechanical component tolerances, in particular the injection valves and the fuel pump, scattering occurs in the correct injection quantity. Large quantity spreads can lead to high exhaust gas emissions. In order to save the costs for complex additional technology for improving the mechanical component tolerances, a correction method is carried out according to the invention, which is at least partially carried out during the vehicle production process. For this purpose, a deviation value of an actual injection quantity from a target injection quantity is determined during the vehicle production process for a predetermined operating state of the internal combustion engine, in particular by means of an external test device that can be connected to the electronic control unit of the internal combustion engine. This deviation value is used in the electronic control unit to determine a correction control value for controlling the injection quantity. This deviation value can be programmed into the electronic control unit either by the external test device or by an additional programming station. A known method can be used to determine the actual injection quantity
Figure 00030001
Fuel balance "method can be used, as described, for example, in EP 0 339 003 B1. The determination of the actual injection quantity is not the subject of the invention.

Vorzugsweise wird der Korrektur-Ansteuerwert während des Fahrzeugbetriebs (nach dem Fahrzeug-Produktionsprozeß) in Abhängigkeit vom momentanen Lastzustand der Brennkraftmaschine vorgegeben.
Üblicherweise wird der Lastzustand der Brennkraftmaschine über im elektronischen Steuergerät abgespeicherte Kennfelder ermittelt. Erfindungsgemäß kann in einem derartigen Kennfeld eine vorgegebene Anzahl von Stützpunkten definiert werden, an denen unterschiedliche Korrektur-Ansteuerwerte vorgegeben werden. Ist beispielsweise der Korrektur-Ansteuerwert gleich der Abweichwert, kann in Abhängigkeit vom momentanen Lastzustand an einigen Stützpunkten, z. B. insbesondere im Vollastbereich, der Korrektur-Ansteuerwert addiert werden, an den anderen Stützpunkten jedoch unterdrückt werden. Hierdurch wird eine besonders einfache Vorgabe eines Korrektur-Ansteuerwertes in Abhängigkeit vom momentanen Lastzustand der Brennkraftmaschine vorgenommen.The correction control value is preferably specified during vehicle operation (after the vehicle production process) as a function of the current load state of the internal combustion engine.
The load state of the internal combustion engine is usually determined using characteristic diagrams stored in the electronic control unit. According to the invention, a predefined number of support points can be defined in such a characteristic diagram, at which different correction control values are predefined. If, for example, the correction control value is equal to the deviation value, depending on the current load state at some support points, e.g. B. in particular in the full load range, the correction control value are added, but are suppressed at the other support points. In this way, a particularly simple specification of a correction trigger value is carried out as a function of the current load state of the internal combustion engine.

Weiterhin kann der Korrektur-Ansteuerwert beispielsweise auch in Abhängigkeit vom Typ der Brennkraftmaschine bestimmt werden. Angewandt auf das Beispiel der Stützpunkte in einem Lastzustandskennfeld kann in Abhängigkeit vom Typ der Brennkraftmaschine an bestimmten Stützpunkten des Kennfeldes die Einspritzmenge mittels des Korrektur-Ansteuerwertes partiell erhöht oder reduziert werden. Hierbei können spezielle Brennkraftmaschinen-Charakteristika berücksichtigt werden.Furthermore, the correction control value can also be dependent, for example be determined by the type of internal combustion engine. Applied to the example of the base points in a load state map can be dependent of the type of the internal combustion engine at certain points of the map, the injection quantity by means of the correction control value partially increased or reduced. Special internal combustion engine characteristics can be used here be taken into account.

Insgesamt wird durch die erfindungsgemäße Korrektur der Einspritzmenge die Genauigkeit der erforderlichen Einspritzmenge für die Minimierung der Abgasemissionen erhöht. Ergänzend wird darauf hingewiesen, daß das Verfahren zur Steuerung der Einspritzmenge sowohl bei der Ansteuerung der Ventile eines Otto-Motors als auch bei der Ansteuerung der Kraftstoffpumpe eines Diesel-Motors angewendet werden kann.Overall, the correction of the injection quantity according to the invention the accuracy of the required injection quantity for minimizing the Exhaust emissions increased. In addition, it is pointed out that the Method for controlling the injection quantity both in the control the valves of an Otto engine as well as when controlling the fuel pump of a diesel engine can be used.

In der Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt. Es zeigt

Fig. 1
eine mögliche Methode zur Bestimmung des Abweichwertes während des Fahrzeug-Produktionsprozesses,
Fig. 2
eine mögliche Steuerung der Einspritzmenge durch das elektronische Steuergerät der Brennkraftmaschine und
Fig. 3
mögliche mathematische Vorgehensweisen zur Bestimmung des Korrektur-Ansteuerwertes.
In the drawing, an embodiment of the invention is shown. It shows
Fig. 1
a possible method for determining the deviation value during the vehicle production process,
Fig. 2
a possible control of the injection quantity by the electronic control unit of the internal combustion engine and
Fig. 3
possible mathematical procedures for determining the correction control value.

In Fig. 1 wird grob schematisch ein Fahrzeug-Produktionsprozeß dargestellt. Insbesondere wird eine Brennkraftmaschine 1 zunächst zu einem Funktionsprüfstand 2 befördert, bevor die Brennkraftmaschine 1 im Fahrzeug 4 verbaut wird. Am Funktionsprüfstand 2 wird die Brennkraftmaschine 1 zusammen mit dem ihr zugeordneten elektronischen Steuergerät 3 in einen vorgegebenen Betriebszustand, z. B. Einstellung einer konstanten Drehzahl, gebracht. Während dieses vorgegebenen Betriebzustandes wird mittels eines am Steuergerät 3 angeschlossenen externen Prüfgeräts 5, das insbesondere ein üblicher Diagnosetester sein kann, für diesen vorgegebenen Betriebszustand die Soll-Einspritzmenge msoll bestimmt. Diese Soll-Einspritzmenge msoll wird mit der durch eine Kraftstoffwaage 6 ermittelten Ist-Einspritzmenge mist verglichen, woraus sich der Abweichwert mabw ergibt.In Fig. 1, a vehicle production process is shown roughly schematically. In particular, an internal combustion engine 1 is first conveyed to a functional test bench 2 before the internal combustion engine 1 is installed in the vehicle 4. At the function test stand 2, the internal combustion engine 1 is put into a predetermined operating state, for example, together with the electronic control device 3 assigned to it. B. Setting a constant speed. During this predetermined operating state, the target injection quantity m target is determined for this predetermined operating state by means of an external test device 5, which can be a conventional diagnostic tester, and is connected to the control unit 3. This target injection amount m to be obtained with the by a fuel balance 6 actual injection quantity m is compared, resulting in the deviation value m abw results.

Von dem externen Prüfgerät 5 bzw. vom Funktionsprüfstand 2 wird der ermittelte Abweichwert mabw an eine Programmierstation 7 weitergeleitet. Zur Bestimmung des Korrektur-Ansteuerwertes KS im Steuergerät 3 (vgl. auch Fig. 2 und Fig. 3) wird von der Programmierstation 7 der ermittelte Abweichwert mabw im Steuergerät 3 abgespeichert. Über die Programmierstation 7 werden mittels einer ersten Tabelle Tab1 Werte zur Bestimmung des Korrektur-Ansteuerwerts KS in Abhängigkeit vom momentanen Lastzustand A bis M (vgl. Fig. 2 und Fig. 3) ebenso im Steuergerät 3 abgespeichert. In einer Weiterbildung wird darüber hinaus von der Programmierstation 7 über eine zweite Tabelle Tab2 in Abhängigkeit vom Typ T1 bis T3 (vgl. Fig. 3) der Brennkraftmaschine zusätzlich ein Addierwert mad im Steuergerät 3 abgespeichert, der ebenso in Abhängigkeit vom momentanen Lastzustand der Brennkraftmaschine vorgegeben werden kann.The determined deviation value m abw is forwarded to a programming station 7 from the external test device 5 or from the functional test stand 2. In order to determine the correction control value KS in the control unit 3 (cf. also FIGS. 2 and 3), the determined deviation value m abw is stored in the control unit 3 by the programming station 7. Via the programming station 7, values for determining the correction activation value KS as a function of the current load state A to M (cf. FIGS. 2 and 3) are also stored in the control unit 3 by means of a first table Tab1. In a further development, an additional value m ad is additionally stored in the control unit 3 by the programming station 7 via a second table Tab2 depending on the type T1 to T3 (cf. can be specified.

In Fig. 2 ist das Steuergerät 3 über eine elektrische Steuerleitung beispielsweise an eine Einspritzpumpe 8 einer Diesel-Brennkraftmaschine angeschlossen. Die Einspritzpumpe 8 ist insbesondere mit den Zylindern der Diesel-Brennkraftmaschine 1 verbunden.2, the control device 3 is, for example, via an electrical control line connected to an injection pump 8 of a diesel engine. The injection pump 8 is in particular with the cylinders of the diesel engine 1 connected.

Das Steuergerät 3 ermittelt zur Steuerung der Einspritzmenge einen Gesamt-Ansteuerwert GS, durch den die Einspritzpumpe 8 eine tatsächliche Einspritzmenge mein in die Zylinder der Diesel-Brennkraftmaschine 1 befördert.The control unit 3 determines a total control value GS, through which the injection pump 8 is an actual injection quantity m a conveyed into the cylinders of the diesel internal combustion engine 1 for controlling the injection quantity.

Der Gesamt-Ansteuerwert GS setzt sich aus einem Basis-Ansteuerwert BS und einem Korrektur-Ansteuerwert KS zusammen. Der Basis-Ansteuerwert BS wird aus einem fest abgespeicherten Kennfeld 10 ausgelesen. Das Kennfeld 10 gibt einen Basis-Ansteuerwert BS in Abhängigkeit von der Brennkraftmaschinendrehzahl n und von einer durch den Fahrer vorgegebenen Einspritzmenge mvor aus. Die vom Fahrer vorgegebene Einspritzmenge mvor wird durch eine Umsetzeinheit 9 aus einem Wert PWG ermittelt, der die durch den Fahrer vorgegebene Stellung des Fahrpedals wiedergibt. Zur Bestimmung des Gesamt-Ansteuerwertes GS wird in Abhängigkeit vom Vorzeichen des Korrektur-Ansteuerwertes KS eine bestimmte Einspritsmenge vom Basis-Ansteuerwert BS subtrahiert oder addiert.The total control value GS is composed of a basic control value BS and a correction control value KS. The basic control value BS is read from a permanently stored map 10. The map 10 is a basic control value BS in response to the engine speed n and m of a predetermined by the driver injection quantity before from. The injection quantity m before specified by the driver is determined by a conversion unit 9 from a value PWG, which represents the position of the accelerator pedal specified by the driver. To determine the overall control value GS, a specific injection quantity is subtracted or added from the basic control value BS depending on the sign of the correction control value KS.

Der Korrektur-Ansteuerwert KS wird durch einen Korrektursteuerblock 11 bestimmt. Im Korrektursteuerblock 11 ist ein Kennfeld abgelegt, durch das in Abhängigkeit von der Brennkraftmaschinendrehzahl n und der durch den Fahrer vorgegebenen Einspritzmenge mvor der momentane Lastzustand der Brennkraftmaschine 1 ermittelt werden kann. Zur Bestimmung definierter momentaner Lastzustände sind in diesem Kennfeld zwölf Stützpunkte A bis M vorgegeben. Mittels der Faktoren F1 und F2 aus der ersten Tabelle Tab1 (vgl. auch Fig. 3), mittels des Addierwertes Mad (aus der zweiten Tabelle Tab2, vgl. Fig. 1 und Fig. 3) und mittels des Abweichwertes mabw wird jedem Stützpunkt A bis M über eine im Rechenblock 12 abgespeicherte Formel (vgl. auch Fig. 3) ein Korrektur-Ansteuerwert KS berechnet.The correction control value KS is determined by a correction control block 11. A map is stored in the correction control block 11, by means of which, depending on the engine speed n and the injection quantity m specified by the driver , the current load state of the engine 1 can be determined. To determine defined instantaneous load conditions, twelve support points A to M are specified in this map. (. Cf. Also Fig 3) by means of the factors F1 and F2 from the first table TAB1, by means of the adder value M ad (from the second table Tab2, cf. Fig. 1 and Fig. 3) and by means of the Abweichwertes m abw is any Interpolation point A to M is calculated using a formula stored in the arithmetic block 12 (cf. also FIG. 3), a correction control value KS.

Zur Erläuterung der Berechnung des Korrektur-Ansteuerwertes KS in Abhängigkeit von einem momentanen Lastzustand A bis M werden im folgenden einige Beispiele ausgeführt (vgl. auch Fig. 3):To explain the calculation of the correction control value KS depending from a momentary load state A to M are in the following some examples given (see also Fig. 3):

Grundsätzlich ist beim Ausführungsbeispiel nach Fig. 2 der Korrektur-Ansteuerwert KS gleich dem ermittelten Abweichwert mabw. Über den Faktor F1, 0 oder 1, wird ausgewählt, an welchen den momentanen Lastzustand wiedergebenden Stützpunkten A bis M der Korrektur-Ansteuerwert KS in Form des Abweichwertes mabw zum Basis-Ansteuerwert BS hinzuaddiert werden soll. Im Beispiel nach der ersten Tabelle Tab1 gemäß Fig. 3 wird also an allen Stützpunkten außer den Stützpunkten C, D, H und M ein Korrektur-Ansteuerwert KS in Form des Abweichwertes mabw zum Basis-Ansteuerwert BS hinzuaddiert. Bei den Stützpunkten C, D, H und M wird also keine Korrektur in Abhängigkeit vom Abweichwert mabw vorgenommen. In the exemplary embodiment according to FIG. 2, the correction control value KS is basically the same as the deviation value m dev . The factor F1, 0 or 1 is used to select at which points A to M reflecting the current load state the correction control value KS in the form of the deviation value m abw is to be added to the basic control value BS. In the example according to the first table Tab1 according to FIG. 3, a correction control value KS in the form of the deviation value m abw is added to the base control value BS at all the support points except the support points C, D, H and M. At the support points C, D, H and M, no correction is made depending on the deviation value m abw .

Über den Faktor F2 der ersten Tabelle Tab 1 gemäß dem Beispiel nach Fig. 3 wird an den Stützpunkten L und M der Korrektur-Ansteuerwert KS in Abhängigkeit vom Typ T1 bis T3 der Brennkraftmaschine 1 bestimmt. Ist beispielsweise die Brennkraftmaschine 1 vom Typ T3 wird der Addierwert mad zu 1,5 mg pro Hub definiert. Der Korrektur-Ansteuerwert KS entspricht damit an dem Stützpunkt M ausschließlich dem Addierwert mad. Dagegen entspricht der Korrektur-Ansteuerwert KS am Stützpunkt L der Addition des Addierwerts mad mit dem Abweichwert mabw (vgl. Formel des Rechenblocks 12). Die zusätzliche Korrektur mittels des Addierwerts mad hat im vorliegenden Beispiel den Vorteil, daß insbesondere im Vollastbereich (obere Stützpunkte) eine Erhöhung der Einspritzmenge vorgenommen wird. Eine derartige Korrektur kann insbesondere in Abhängigkeit vom Charakteristikum des Brennkraftmaschinentyps erforderlich sein.The factor F2 in the first table Tab 1 according to the example according to FIG. 3 determines the correction control value KS at the support points L and M as a function of the types T1 to T3 of the internal combustion engine 1. For example, if the internal combustion engine 1 is of type T3, the addition value m ad is defined as 1.5 mg per stroke. The correction control value KS thus corresponds exclusively to the addition value m ad at the base point M. In contrast, the correction control value KS at the reference point L corresponds to the addition of the addition value m ad with the deviation value m abw (cf. formula of the calculation block 12). The additional correction by means of the addition value m ad has the advantage in the present example that the injection quantity is increased in particular in the full-load range (upper support points). Such a correction may be necessary in particular depending on the characteristic of the type of internal combustion engine.

Zusammengefaßt werden nach dem Ausführungsbeispiel gemäß Fig. 2 in Verbindung mit Fig. 3 folgende Korrektur-Ansteuerwerte in Abhängigkeit vom momentanen Lastzustand vorgegeben:

  • 1. keine Korrektur; d. h. Korrektur-Ansteuerwert KS = 0 bei: C, D und H
  • 2. Korrektur-Ansteuerwert KS ausschließlich in Abhängigkeit vom Abweichwert mabw bei: A, B, E, F, G, I, K
  • 3. Korrektur-Ansteuerwert KS ausschließlich in Abhängigkeit vom Typ T1, T2 oder T3 der Brennkraftmaschine bei: M
  • 4. Korrektur-Ansteuerwert KS sowohl in Abhängigkeit vom Abweichwert mabw als auch in Abhängigkeit vom Typ T1, T2 oder T3: L
    • In summary, the following correction control values are specified as a function of the current load state according to the exemplary embodiment according to FIG. 2 in conjunction with FIG. 3:
  • 1. no correction; ie correction control value KS = 0 for: C, D and H
  • 2. Correction control value KS only as a function of the deviation value m dev with: A, B, E, F, G, I, K
  • 3. Correction control value KS only depending on the type T1, T2 or T3 of the internal combustion engine at: M
  • 4. Correction control value KS both as a function of the deviation value m dev and as a function of the type T1, T2 or T3: L

    • Mit diesem erfindungsgemäßen Ausführungsbeispiel wird die Einfachheit des korrigierenden Verfahrens zur Steuerung der Einspritzmenge verdeutlicht, wodurch zusätzliche Sensoren eingespart, Rechenzeit reduziert und Abgasemissionen minimiert werden.With this embodiment of the invention, the simplicity of the corrective method for controlling the injection quantity clarifies, which saves additional sensors, reduces computing time and exhaust emissions be minimized.

    Claims (3)

    Verfahren zur Steuerung der Einspritzmenge in eine Brennkraftmaschine bei Kraftfahrzeugen mittels eines in einem elektronischen Steuergerät (3) fest abgespeicherten Basis-Ansteuerwertes (BS) und mittels eines durch das elektronische Steuergerät (3) flexibel bestimmbaren Korrektur-Ansteuerwertes (KS), dadurch gekennzeichnet, daß der Korrektur-Ansteuerwert (KS) in Abhängigkeit von einem während des Fahrzeug-Produktionsprozesses für einen vorgegebenen Betriebszustand der Brennkraftmaschine (1) ermittelten Abweichwert (mabw) bestimmt wird.Method for controlling the injection quantity into an internal combustion engine in motor vehicles by means of a basic control value (BS) permanently stored in an electronic control unit (3) and by means of a correction control value (KS) which can be flexibly determined by the electronic control unit (3), characterized in that the correction trigger value (KS) is determined as a function of a deviation value (m dev ) determined for a predetermined operating state of the internal combustion engine (1) during the vehicle production process. Verfahren nach Patentanspruch 1, dadurch gekennzeichnet, daß der Korrektur-Ansteuerwert (KS) in Abhängigkeit vom momentanen Lastzustand (A bis M) der Brennkraftmaschine (1) vorgegeben wird.Method according to claim 1, characterized in that the correction control value (KS) is predetermined as a function of the current load state (A to M) of the internal combustion engine (1). Verfahren nach Patentanspruch 1 oder 2, dadurch gekennzeichnet, daß der Korrektur-Ansteuerwert (KS) in Abhängigkeit vom Typ (T1 bis T3) der Brennkraftmaschine (1) bestimmt wird.Method according to claim 1 or 2, characterized in that the correction control value (KS) is determined as a function of the type (T1 to T3) of the internal combustion engine (1).
    EP98105201A 1997-05-15 1998-03-23 Method for controlling fuel injection quantity in the internal combustion engine of a vehicle Expired - Lifetime EP0878616B1 (en)

    Applications Claiming Priority (2)

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    DE19720405 1997-05-15
    DE19720405A DE19720405A1 (en) 1997-05-15 1997-05-15 Method for controlling the injection quantity in an internal combustion engine in motor vehicles

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    EP0878616A2 true EP0878616A2 (en) 1998-11-18
    EP0878616A3 EP0878616A3 (en) 2000-04-19
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    Citations (7)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    GB2118325A (en) * 1982-04-03 1983-10-26 Lucas Ind Plc Fuel supply system for an internal combustion engine
    US4790277A (en) * 1987-06-03 1988-12-13 Ford Motor Company Self-adjusting fuel injection system
    EP0416270A1 (en) * 1989-09-07 1991-03-13 Robert Bosch Gmbh Method and apparatus to control and regulate an engine with self-ignition
    DE4126365A1 (en) * 1991-08-09 1993-02-11 Vdo Schindling Idling control setting method for IC engine - using servo drive to adjust idling w.r.t. engine loading, and potentiometers to monitor settings
    DE4208002A1 (en) * 1992-03-13 1993-09-16 Bosch Gmbh Robert SYSTEM FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE
    DE4340372A1 (en) * 1993-11-26 1995-06-01 Vdo Schindling Recognition of idling condition of IC engine
    JPH09125991A (en) * 1995-11-02 1997-05-13 Yanmar Diesel Engine Co Ltd Control characteristic adjustment mechanism and method for electronic governor

    Patent Citations (7)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    GB2118325A (en) * 1982-04-03 1983-10-26 Lucas Ind Plc Fuel supply system for an internal combustion engine
    US4790277A (en) * 1987-06-03 1988-12-13 Ford Motor Company Self-adjusting fuel injection system
    EP0416270A1 (en) * 1989-09-07 1991-03-13 Robert Bosch Gmbh Method and apparatus to control and regulate an engine with self-ignition
    DE4126365A1 (en) * 1991-08-09 1993-02-11 Vdo Schindling Idling control setting method for IC engine - using servo drive to adjust idling w.r.t. engine loading, and potentiometers to monitor settings
    DE4208002A1 (en) * 1992-03-13 1993-09-16 Bosch Gmbh Robert SYSTEM FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE
    DE4340372A1 (en) * 1993-11-26 1995-06-01 Vdo Schindling Recognition of idling condition of IC engine
    JPH09125991A (en) * 1995-11-02 1997-05-13 Yanmar Diesel Engine Co Ltd Control characteristic adjustment mechanism and method for electronic governor

    Non-Patent Citations (1)

    * Cited by examiner, † Cited by third party
    Title
    PATENT ABSTRACTS OF JAPAN vol. 1997, no. 09, 30. September 1997 (1997-09-30) & JP 09 125991 A (YANMAR DIESEL ENGINE CO LTD), 13. Mai 1997 (1997-05-13) *

    Also Published As

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    EP0878616B1 (en) 2003-09-24
    DE19720405A1 (en) 1998-11-19
    EP0878616A3 (en) 2000-04-19
    DE59809687D1 (en) 2003-10-30

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