EP1068436A1 - Procede de mise au meme niveau des cylindres d'un moteur a combustion interne a injection directe - Google Patents

Procede de mise au meme niveau des cylindres d'un moteur a combustion interne a injection directe

Info

Publication number
EP1068436A1
EP1068436A1 EP99913112A EP99913112A EP1068436A1 EP 1068436 A1 EP1068436 A1 EP 1068436A1 EP 99913112 A EP99913112 A EP 99913112A EP 99913112 A EP99913112 A EP 99913112A EP 1068436 A1 EP1068436 A1 EP 1068436A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
calculated
internal combustion
combustion engine
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP99913112A
Other languages
German (de)
English (en)
Other versions
EP1068436B1 (fr
Inventor
Achim Przymusinski
Ralf Schernewski
Andreas KÄRCHER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1068436A1 publication Critical patent/EP1068436A1/fr
Application granted granted Critical
Publication of EP1068436B1 publication Critical patent/EP1068436B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the invention relates to a method for cylinder equalization in an internal combustion engine working with direct injection according to the preamble of claim 1.
  • the invention is based on the object of specifying a method of the type mentioned at the outset, with which the systematic error of the individual injection nozzles of the injection system can be compensated for in a simple and rapid manner both when the internal combustion engine is operating in a stationary and in a non-stationary manner.
  • the energy released by the combustion in the individual cylinders is converted into kinetic energy of the crankshaft. Cylinder-specific combustion differences are expressed in speed fluctuations from which an error can be determined. This cylinder-specific error signal is characteristic of the systematic error during the injection process into the cylinder. In order to rule out incorrect adaptations even during unsteady operation of the internal combustion engine, for example when accelerating, the characteristic values, i.e. the speed values detected by the speed sensor, are corrected dynamically with an acausal filter. This dynamic correction makes it possible to determine an error even during speed transitions and to carry out an adaptation in the entire map area. Since the method uses the crankshaft speed supplied to the control device of the internal combustion engine anyway for other control and control purposes and therefore no additional hardware components are required, there is a very inexpensive implementation for increasing the smooth running of the internal combustion engine.
  • FIG. 1 shows the speed curve for faultless and faulty injectors in stationary operation
  • FIG. 2 shows the speed curve for error-free injectors in stationary and transient operation
  • FIG. 3 the speed curve and the averaging time periods for the dynamic correction
  • FIG. 4 shows a diagram to clarify the running time of the mean filter
  • a positive change in the kinetic energy (AE km (i)> 0) corresponds to an excessive injection quantity m B l of fuel and a negative change in the kinetic energy
  • FIG. 1A The course of the speed n over time t for fault-free injectors is plotted in FIG. 1A, and the speed curve over time for faulty injectors is plotted for the steady-state operation of the internal combustion engine.
  • the cylinder-individual signal values namely the speeds before the ignition n (OT ( ⁇ )) and after the ignition n (UT ( ⁇ )) are identified for the cylinder I.
  • the angular velocity CO and thus also ⁇ s fa ⁇ can be calculated from the speed n by simple conversion.
  • FIG. 2B the internal combustion engine was accelerated using the same fault-free injectors. The method now calculates a value for the change in the kinetic energy ⁇ £ ⁇ (z)> 0, since the rotational speed after the combustion is greater than before and concludes that the current injector has a positive error, that is to say injects too much.
  • the averaging time should be as short as possible to avoid any changes in the speed trend quickly recognizable. On the other hand, however, at least one work cycle must be worked out in order to calculate the systematic errors of the injectors.
  • FIG. 3 shows the speed curve over two work cycles ASP and the averaging time periods for “ OT (/ + 1) and n o ⁇ ⁇ l +]) for the dynamic correction.
  • FIG. 4 A sinusoidal signal is recorded in FIG. 4A.
  • FIG. 4B is the course of the mean value when averaging over a quarter of the period when using a classic method with the aid of a causal mean filter whose runtime is r> 0. Only values from the past are used to calculate the mean value for the current point in time (indicated here by a vertical straight line). A phase shift between the smussignal and the middle curve (mean value 1) can be clearly seen.
  • n 0 ⁇ ⁇ ⁇ ) and d n o ⁇ u + u denote the values measured with the aid of the speed sensor.
  • FIG. 6 shows a speed curve with a slight acceleration of the internal combustion engine, in which a larger injection quantity of fuel was predefined on the cylinder Z (l). From the lower representation in FIG. 6 it can be seen that, despite an increase in the speed, the cylinder-individual residuals, which are synonymous with the errors, remain the same due to the dynamic correction indicated. Every fourth value belongs to the same cylinder l. One can clearly see that the error patterns remain the same.
  • Proportional injection corrections can now be made from the cylinder-individual residuals obtained with this method. Since the residuals are only relative measures for the change in the amount of fuel to be injected, the adaptation algorithm is also created from this aspect. It must be ensured that the internal combustion engine does not generate more or less fuel at any correction time. 10 holds as in the uncorrected case. The algorithm should therefore only take on the task of uniformly distributing the injection quantity. This results in the adaptation algorithm for a 4-cylinder internal combustion engine
  • ⁇ Z (i) k correction term for cylinder i after adaptation step k R Z (i), k residual of cylinder i at adaptation step ka is a positive, freely selectable adaptation parameter between 0 and 1, which determines the speed of the adaptation
  • this amount of fuel becomes proportional (i.e. one third each for a 4-cylinder internal combustion engine, generally l / (zl) for an internal combustion engine with z-cylinders ) deducted from the other cylinders.
  • the sum of the correction terms is equal to the number of cylinders at all times.
  • the injection correction can thus take place directly over the injection duration by multiplying the correction terms ⁇ z t ⁇ ⁇ from the adaptation algorithm by the ideal injection times T E , ⁇ deai specified by the engine control.

Landscapes

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

Abstract

Les valeurs de la vitesse de rotation du vilebrequin sont corrigées à l'aide d'un filtre à valeur moyenne acausal. La modification de l'énergie cinétique du vilebrequin dans l'intervalle d'expansion d'un cylindre est calculée à partir des valeurs de vitesse de rotation corrigées de façon dynamique puis appliquée à la quantité maximale de carburant pouvant être apportée dans cet intervalle. Le résidu non uniforme ainsi obtenu indique, pour le cylindre considéré, que trop ou trop peu de carburant a été injecté. On détermine à partir des résidus calculés des termes de correction destinés aux temps d'injection des différents cylindres, ce qui permet une adaptation des caractéristiques à l'échelle du réseau, et ce même en cas de changement de régime.
EP99913112A 1998-03-30 1999-03-10 Procede de mise au meme niveau des cylindres d'un moteur a combustion interne a injection directe Expired - Lifetime EP1068436B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19814155A DE19814155A1 (de) 1998-03-30 1998-03-30 Verfahren zur Zylindergleichstellung bei einer mit Direkteinspritzung arbeitenden Brennkraftmaschine
DE19814155 1998-03-30
PCT/DE1999/000654 WO1999050547A1 (fr) 1998-03-30 1999-03-10 Procede de mise au meme niveau des cylindres d'un moteur a combustion interne a injection directe

Publications (2)

Publication Number Publication Date
EP1068436A1 true EP1068436A1 (fr) 2001-01-17
EP1068436B1 EP1068436B1 (fr) 2002-02-13

Family

ID=7862950

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99913112A Expired - Lifetime EP1068436B1 (fr) 1998-03-30 1999-03-10 Procede de mise au meme niveau des cylindres d'un moteur a combustion interne a injection directe

Country Status (4)

Country Link
US (1) US6302083B1 (fr)
EP (1) EP1068436B1 (fr)
DE (2) DE19814155A1 (fr)
WO (1) WO1999050547A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3508676B2 (ja) * 2000-02-01 2004-03-22 株式会社デンソー エンジン制御装置
DE10011690C2 (de) * 2000-03-10 2002-02-07 Siemens Ag Verfahren zur Zylindergleichstellung
DE10017389B4 (de) * 2000-04-07 2009-11-12 Volkswagen Ag Verfahren zur zylinderindividuellen Anpassung der Einspritzdauer für eine mehrzylindrige Brennkraftmaschine
DE10122154B4 (de) * 2001-05-08 2014-11-20 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zur Erkennung der Laufunruhe bei Vier-Takt-Verbrennungsmotoren
DE102005014920A1 (de) * 2005-04-01 2006-04-13 Audi Ag Verfahren zur zylinderindividuellen Einstellung von Einspritzzeiten einer Verbrennungskraftmaschine
US7623955B1 (en) * 2008-04-30 2009-11-24 Delphi Technologies, Inc. Method for estimation of indicated mean effective pressure for individual cylinders from crankshaft acceleration
DE102012210301B3 (de) * 2012-06-19 2013-09-05 Continental Automotive Gmbh Bestimmen der in einem Zylinder einer Brennkraftmaschine freigesetzten Energiemenge mittels einer Auswertung von Zahnzeiten einer mit einer Kurbelwelle verbundenen Geberscheibe
DE102016204269B3 (de) * 2016-03-15 2017-06-22 Continental Automotive Gmbh Verfahren zum Gleichstellen von Drehmomentabgaben von wenigstens zwei Zylindern einer Brennkraftmaschine
DE102016204263B4 (de) * 2016-03-15 2021-05-12 Vitesco Technologies GmbH Verfahren zum Gleichstellen von Zylindern einer Brennkraftmaschine
US10731582B2 (en) * 2016-11-16 2020-08-04 GM Global Technology Operations LLC Determination of engine parameter based on determining a metric over three or more cylinder combustion cycles
DE102019212932A1 (de) 2019-08-28 2021-03-04 Volkswagen Aktiengesellschaft Verfahren zur Zylindergleichstellung einer Verbrennungskraftmaschine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6123848A (ja) * 1984-07-09 1986-02-01 Nippon Denso Co Ltd 燃料噴射量制御方法
DE4122139C2 (de) 1991-07-04 2000-07-06 Bosch Gmbh Robert Verfahren zur Zylindergleichstellung bezüglich der Kraftstoff-Einspritzmengen bei einer Brennkraftmaschine
DE19627540B4 (de) * 1996-02-02 2008-04-10 Robert Bosch Gmbh Verbrennungsaussetzererkennungsverfahren
JPH09264183A (ja) * 1996-03-29 1997-10-07 Mazda Motor Corp エンジンの燃焼状態判別方法、エンジンの制御方法及び同装置
US6082187A (en) * 1998-12-18 2000-07-04 Caterpillar Inc. Method for detecting a power loss condition of a reciprocating internal combustion engine
DE19812305C2 (de) * 1998-03-20 2001-12-06 Siemens Ag Verfahren zur Zylindergleichstellung bei einer direkteinspritzenden Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9950547A1 *

Also Published As

Publication number Publication date
US6302083B1 (en) 2001-10-16
DE19814155A1 (de) 1999-10-14
EP1068436B1 (fr) 2002-02-13
DE59900863D1 (de) 2002-03-21
WO1999050547A1 (fr) 1999-10-07

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