EP1081363B1 - Méthode pour contrôler un moteur à explosion - Google Patents

Méthode pour contrôler un moteur à explosion Download PDF

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Publication number
EP1081363B1
EP1081363B1 EP00116977A EP00116977A EP1081363B1 EP 1081363 B1 EP1081363 B1 EP 1081363B1 EP 00116977 A EP00116977 A EP 00116977A EP 00116977 A EP00116977 A EP 00116977A EP 1081363 B1 EP1081363 B1 EP 1081363B1
Authority
EP
European Patent Office
Prior art keywords
operating
internal combustion
combustion engine
operating mode
variables
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00116977A
Other languages
German (de)
English (en)
Other versions
EP1081363A3 (fr
EP1081363A2 (fr
Inventor
Dieter Volz
Andreas Roth
Michael Oder
Matthias Kuessel
Christian Koehler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1081363A2 publication Critical patent/EP1081363A2/fr
Publication of EP1081363A3 publication Critical patent/EP1081363A3/fr
Application granted granted Critical
Publication of EP1081363B1 publication Critical patent/EP1081363B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1459—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a hydrocarbon content or concentration
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • 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
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

  • the invention relates to a method for operating a Internal combustion engine, in particular of a motor vehicle, in which Fuel in at least two operating modes in a combustion chamber is injected, depending on one Operating mode map switched between the operating modes and in which the operating mode map is dependent is adapted from operating variables of the internal combustion engine.
  • the invention also relates to a corresponding control device for such an internal combustion engine.
  • Such a method and such a control device are known for example from DE 196 40 403 A1.
  • Control unit To switch between the operating modes is in the Control unit provided a mode map in which each operating point of the internal combustion engine the associated one Operating mode is saved. This operating mode map is used for internal combustion engines of the same type Manufacture stored identically in the control unit.
  • the object of the invention is to provide a method for operating to create an internal combustion engine with which over the entire Running time of all internal combustion engines of the same type optimal operation is achieved.
  • the operating mode map is thus over the entire duration the internal combustion engine is automatically and continuously optimized.
  • the internal combustion engine is thus always operated optimally.
  • By doing Operating mode map are for everyone at any time Operating point of the internal combustion engine the optimal operating mode stored.
  • one or several operating mode and operating point dependent Comparative quantities determined. This way the whole Procedure simplified and a subsequent comparison be relieved.
  • optimal operating mode selected for the operating point and in the operating mode map is written. Because of the So comparison is one of the modes of operation as optimal Operating mode determined and selected. This optimal Operating mode is then in the operating mode map stored.
  • the Operating variables for the current operating point and the current operating mode of the internal combustion engine is determined. It So there are always operating mode and Operating point-dependent operating variables. These farm sizes are in the current, current operation of the internal combustion engine determined and saved.
  • control element that for a control unit of an internal combustion engine, in particular of a motor vehicle is provided. It is on the Control stored a program on a Computing device, in particular on a microprocessor, executable and for executing the invention Process is suitable.
  • a control element an electrical storage medium is used, for example a read-only memory or a flash memory.
  • an internal combustion engine 1 is one Motor vehicle shown, in which a piston 2 in one Cylinder 3 can be moved back and forth.
  • the cylinder 3 is with a combustion chamber 4 provided, inter alia, by the Piston 2, an intake valve 5 and an exhaust valve 6 is limited.
  • an intake valve 5 is an intake pipe 7 and an exhaust pipe 8 is coupled to the exhaust valve 6.
  • Fuel can be injected via the injection valve 9 the combustion chamber 4 are injected. With the spark plug 10 the fuel can be ignited in the combustion chamber 4.
  • the intake pipe 7 there is a rotatable throttle valve 11 housed, through which the intake pipe 7 air can be supplied is.
  • the amount of air supplied depends on the Angular position of the throttle valve 11 is in the exhaust pipe 8 a catalyst 12 housed, the cleaning of the exhaust gases generated by the combustion of the fuel serves.
  • An exhaust gas recirculation pipe 13 leads back from the exhaust pipe 8 to the intake pipe 7.
  • a Exhaust gas recirculation valve 14 accommodated with which the amount of recirculated exhaust gas set in the intake pipe 7 can be.
  • the exhaust gas recirculation pipe 13 and that Exhaust gas recirculation valve 14 form a so-called Exhaust gas recirculation.
  • Tank ventilation line 16 One leads from a fuel tank 15 Tank ventilation line 16 to the intake pipe 7.
  • Tank vent line 16 In the Tank vent line 16 is a tank vent valve 17 housed with which the amount of the intake pipe 7th fuel vapor supplied from the fuel tank 15 is adjustable.
  • the tank ventilation line 16 and that Tank vent valve 17 form a so-called Tank ventilation.
  • the piston 2 is in by the combustion of the fuel the combustion chamber 4 in a reciprocating motion, the is transmitted to a crankshaft, not shown, and exerts a torque on them.
  • a control device 18 is of input signals 19 acted upon, the operating variables measured by sensors represent the internal combustion engine 1.
  • the control unit 18 is also provided with an accelerator pedal sensor connected, which generates a signal that the position of a accelerator pedal operated by a driver and thus that indicates requested torque.
  • the control unit 18 generates Output signals 20 with which via actuators or actuators the behavior of the internal combustion engine 1 can be influenced can.
  • the control unit 18 with the Injector 9, the spark plug 10 and the throttle valve 11 and the like connected and generated to their Control necessary signals.
  • control unit 18 is provided for the To control operating variables of the internal combustion engine 1 and / or to regulate.
  • the injector 9 injected into the combustion chamber 4 fuel mass from the Control unit 18, in particular with regard to a small one Fuel consumption and / or a low Controlled and / or regulated pollutant development.
  • the control unit 18 is equipped with a Microprocessor provided in a storage medium, a program, especially in a flash memory has saved, which is suitable for the named Control and / or regulation to perform.
  • the internal combustion engine 1 of Figure 1 can in a plurality operated by operating modes. So it is possible that Internal combustion engine 1 in a homogeneous operation, one Shift operation, a homogeneous lean operation, one Shift operation with homogeneous basic charge and the like operate.
  • the fuel is used during the Intake phase from the injection valve 9 directly into the Combustion chamber 4 of the internal combustion engine 1 is injected.
  • the This means that fuel is largely used until ignition swirls, so that in the combustion chamber 4 an essentially homogeneous fuel / air mixture is created. That too generating moment is essentially about the Position of throttle valve 11 from control unit 18 set.
  • the operating parameters the internal combustion engine 1 controlled and / or regulated that lambda is equal to one. The homogeneous operation is used especially at full load.
  • the homogeneous lean operation largely corresponds to that Homogeneous operation, however, the lambda becomes one value set greater than one.
  • the fuel is used during Compression phase from the injection valve 9 directly into the Combustion chamber 4 of the internal combustion engine 1 is injected.
  • the throttle valve 11 can, apart from of requirements e.g. the exhaust gas recirculation and / or the Tank ventilation, fully open and the Internal combustion engine 1 are operated dethrottled.
  • the torque to be generated is largely in shift operation adjusted over the fuel mass.
  • the internal combustion engine 1 can operate in shifts in particular be operated at idle and at partial load.
  • the internal combustion engine 1 When the internal combustion engine 1 is operating, it becomes the operating point the internal combustion engine 1 using a Operating state detection device 22 of the Control device 18 determined. This device 22 detects e.g. the speed of the internal combustion engine 1, the engine temperature, the position of the accelerator pedal, and the like. In Dependence on these farm sizes Internal combustion engine 1 is in operation at any time the internal combustion engine 1 the associated operating mode from the Operating mode map 21 read out. Then the Internal combustion engine 1 with the read operating mode, that is e.g. in shift operation or in homogeneous operation or the like, operated.
  • a Operating state detection device 22 of the Control device 18 determines e.g. the speed of the internal combustion engine 1, the engine temperature, the position of the accelerator pedal, and the like. In Dependence on these farm sizes Internal combustion engine 1 is in operation at any time the internal combustion engine 1 the associated operating mode from the Operating mode map 21 read out. Then the Internal combustion engine 1 with the read operating mode, that is e.g. in shift operation or in homogeneous operation or the
  • the operating mode map 21 is used in the production of Internal combustion engines of the same type identical in that Control unit 18 stored. Due to scatter between different internal combustion engines of the same type and due to aging effects, it is possible that those in the operating mode map 21 for the various Operating points stored operating modes in particular a certain duration of the engine 1 not are more optimal.
  • FIG. 1 A method is shown schematically in FIG. with which the operating mode map 21 in the operation of Internal combustion engine 1 are adapted and thus optimized can.
  • An efficiency detection device 22 determines the Efficiency of the internal combustion engine 1 for the current one Operating point. This can e.g. from the current injected fuel mass and the currently delivered Moment.
  • the injected fuel mass can from the Injection time and the pressure difference on both sides of the Injector 9 are calculated.
  • the injection time can be determined from the measurement of the Current course in the final stage of the associated Injector or with the help of an opening duration sensor be determined at the injection valve.
  • the torque delivered can be measured using a torque sensor determined on the crankshaft of the internal combustion engine 1 become.
  • a combustion chamber pressure sensor can also be provided with the help of which an indexed moment can be calculated is.
  • the torque can also consist of the speed and a Knock signal e.g. of a knock sensor can be determined. Out the delivered torque can then be determined by the speed of the Internal combustion engine 1 whose engine power is calculated.
  • a smoothness detection device 23 determines the Smooth running engine 1 for the current one Operating point.
  • An exhaust gas detection device 24 determines the NOx emissions and / or the HC emissions of the Internal combustion engine 1 for the current operating point.
  • a NOx sensor and / or an HC sensor in the Exhaust pipe 8 can be used.
  • the NOx components can also in the exhaust gas from the operating parameters of the Internal combustion engine 1, in particular from the operating parameters to control the loading and unloading of the catalyst 12 can be estimated.
  • the HC emissions can also come from the operating variables of the internal combustion engine 1, in particular can be estimated from the smooth running of the same.
  • the NOx, as can the HC emissions from the control unit 18 can also be modeled additionally or alternatively.
  • the efficiency detector 22, the Smoothness detection device 23 and the Exhaust gas detection device 24 generate parameters for the the current operating point of the internal combustion engine 1. At this operating point, the internal combustion engine 1 in the current operating mode.
  • the parameters determined are each one certain operating point and a certain operating mode based.
  • the operating mode evaluation device 25 generates from the available parameters one or more comparison parameters for the respective operating mode.
  • the comparison variable / n will / will be according to given mathematical procedures by linking the entered parameters from the Control device 18 determined.
  • the operating mode and operating point dependent Comparison variable (s) will then be sent to a Operating mode comparison device 26 passed on.
  • the Comparison values for the different operating modes and for the various operating points of the internal combustion engine 1 collected. It is after a certain time Comparative variables available that are based on one and the same Relate operating point of the internal combustion engine 1, but based on different operating modes.
  • This optimal operating mode is then in the Operating mode map 21 for the present operating point the internal combustion engine 1 registered.
  • the operating mode map 21 is by the method shown in FIG. 2 automatically and continuously optimized so that during the total running time of the internal combustion engine 1 always the optimal operating mode for each operating point in the Operating mode map 21 is stored.

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)

Claims (5)

  1. Procédé de fonctionnement d'un moteur à combustion interne (1), selon lequel du carburant est injecté dans une chambre de combustion (4) selon au moins deux modes de fonctionnement, une commutation est effectuée entre les modes de fonctionnement en fonction d'un champ de caractéristique de mode de fonctionnement (21), adapté en fonction de grandeurs de fonctionnement du moteur à combustion interne (1),
    caractérisé en ce qu'
    à partir des grandeurs de fonctionnement on détermine (25) une grandeur de comparaison en fonction du mode de fonctionnement et du point de fonctionnement, pour un même point de fonctionnement on compare (26) les uns avec les autres les grandeurs de comparaison de différents modes de fonctionnement, et en fonction de la comparaison on choisit un mode de fonctionnement optimal pour le point de fonctionnement et on l'inscrit dans le champ de caractéristique de mode de fonctionnement (21).
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    en tant que grandeurs de fonctionnement on détermine (22, 23, 24) le rendement et/ou la stabilité de marche et/ou l'émission de gaz d'échappement du moteur à combustion interne (1).
  3. Procédé selon l'une quelconque des revendications 1 ou 2,
    caractérisé en ce que
    les grandeurs de fonctionnement sont déterminées pour le point de fonctionnement actuel et le mode de fonctionnement actuel du moteur à combustion interne (1).
  4. Elément de commande pour un appareil de commande (18) d'un moteur à combustion interne (1),
    caractérisé en ce qu'
    il contient un programme mémorisé, programmé pour appliquer un procédé selon l'une quelconque des revendications 1 à 3.
  5. Appareil de commande (18) pour un moteur à combustion interne (1),
    caractérisé en ce qu'
    il est prévu pour appliquer un procédé selon l'une quelconque des revendications 1 à 3.
EP00116977A 1999-09-01 2000-08-08 Méthode pour contrôler un moteur à explosion Expired - Lifetime EP1081363B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19941528A DE19941528A1 (de) 1999-09-01 1999-09-01 Verfahren zum Betreiben einer Brennkraftmaschine
DE19941528 1999-09-01

Publications (3)

Publication Number Publication Date
EP1081363A2 EP1081363A2 (fr) 2001-03-07
EP1081363A3 EP1081363A3 (fr) 2003-02-05
EP1081363B1 true EP1081363B1 (fr) 2004-11-03

Family

ID=7920342

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00116977A Expired - Lifetime EP1081363B1 (fr) 1999-09-01 2000-08-08 Méthode pour contrôler un moteur à explosion

Country Status (3)

Country Link
EP (1) EP1081363B1 (fr)
KR (1) KR20010050302A (fr)
DE (2) DE19941528A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8155863B2 (en) 2005-09-29 2012-04-10 Continental Automotive Gmbh Process and device for controlling an internal combustion engine

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10043093A1 (de) * 2000-09-01 2002-03-14 Bosch Gmbh Robert Verfahren zur Gemischadaption bei Verbrennungsmotoren mit Benzindirekteinspritzung
DE10246108B4 (de) * 2002-10-02 2006-05-04 Siemens Ag Verfahren zur Entlüftung eines Kraftstofftanks
DE10328117A1 (de) * 2003-06-23 2005-01-13 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
DE102008057930A1 (de) * 2008-11-19 2010-05-20 Bayerische Motoren Werke Aktiengesellschaft Steuerungsverfahren für eine Brennkraftmaschine

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4309971A (en) * 1980-04-21 1982-01-12 General Motors Corporation Adaptive air/fuel ratio controller for internal combustion engine
JPH0552145A (ja) * 1990-12-19 1993-03-02 Toyota Motor Corp 内燃機関の制御装置
JP3201936B2 (ja) * 1995-09-29 2001-08-27 株式会社日立製作所 筒内噴射エンジンの制御装置
US5617836A (en) * 1995-10-04 1997-04-08 Ford Motor Company Engine control system for producing and responding to an index of maturity of adaptive learing
JP4036906B2 (ja) * 1996-05-15 2008-01-23 三菱電機株式会社 筒内噴射内燃機関の制御装置
DE19739848A1 (de) * 1997-09-11 1999-03-18 Bosch Gmbh Robert Brennkraftmaschine insbesondere für ein Kraftfahrzeug
DE19859424A1 (de) * 1998-12-22 2000-06-29 Bosch Gmbh Robert Kraftstoff-Einspritzverfahren

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8155863B2 (en) 2005-09-29 2012-04-10 Continental Automotive Gmbh Process and device for controlling an internal combustion engine

Also Published As

Publication number Publication date
EP1081363A3 (fr) 2003-02-05
DE50008483D1 (de) 2004-12-09
KR20010050302A (ko) 2001-06-15
EP1081363A2 (fr) 2001-03-07
DE19941528A1 (de) 2001-03-08

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