EP1336041B1 - Procede d'injection de carburant pendant la phase de demarrage d'un moteur a combustion interne - Google Patents

Procede d'injection de carburant pendant la phase de demarrage d'un moteur a combustion interne Download PDF

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Publication number
EP1336041B1
EP1336041B1 EP01996679A EP01996679A EP1336041B1 EP 1336041 B1 EP1336041 B1 EP 1336041B1 EP 01996679 A EP01996679 A EP 01996679A EP 01996679 A EP01996679 A EP 01996679A EP 1336041 B1 EP1336041 B1 EP 1336041B1
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EP
European Patent Office
Prior art keywords
internal combustion
fuel
crankshaft
injection
preliminary
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
EP01996679A
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German (de)
English (en)
Other versions
EP1336041A1 (fr
Inventor
Harry SCHÜLE
Klaus Bayerle
Hong Zhang
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
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Siemens AG
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Filing date
Publication date
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Publication of EP1336041A1 publication Critical patent/EP1336041A1/fr
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Publication of EP1336041B1 publication Critical patent/EP1336041B1/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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components

Definitions

  • the present invention relates to a method of injecting fuel into a multi-cylinder internal combustion engine.
  • the cylinders are subdivided into a first and a second cylinder group as a function of the two different levels of the camshaft signal.
  • the cylinders of the first group are supplied immediately after a start detection simultaneously with the Voreinein mousseern (group injector), while the pre-injectors for the cylinders of the second group are discontinued delayed.
  • the fuel quantities of Vorabeinspritzer be the same size.
  • the present invention has for its object to provide a method for injecting fuel into a multi-cylinder internal combustion engine, are largely avoided in the start phase fuel-air mixtures with different lambda values.
  • the present invention is based on the recognition that an internal combustion engine always remains at certain discrete positions after being switched off in the disengaged state, the number of discrete positions over two crankshaft revolutions (760 °) corresponding to the number of cylinders. In the case of n cylinders, these are thus n stationary angle positions, which otherwise have equal angular distances relative to each other. Furthermore, tests have shown that the engine speed characteristics as well as the timing of the opening of the intake valves to the speed during the start phases are always similar, regardless of at which of the discrete positions the engine has stopped. Thus, at each start, essentially the same sequence of different air fillings for successive pre-injectors results.
  • the fuel quantities of the pilot injectors can therefore be selected according to the order of the pilot injectors and the expected air fillings, whereby the expected air fillings are determined only once and the corresponding values can then be used at each startup. Since the air fillings depend primarily on the rotational speed in the respective intake phase, the air fillings are preferably determined as a function of the anticipated rotational speeds in the respective intake phases.
  • the fuel quantities of Vorabein mousseer be determined by multiplying a standard amount, each with a pre-injector associated weighting factors.
  • weighting factors could be estimated, they are expediently determined experimentally for each series of an internal combustion engine and then stored in the central control unit.
  • the present invention takes advantage of the fact that the internal combustion engine always remains at certain discrete positions after switching off in the disengaged state.
  • the inventive method in order to carry out the method according to the invention it is not necessary to know these standstill positions. Rather, it is sufficient for the inventive method to know the order of Vorabeinspritzer to specify depending on these, the fuel quantities of Vorabeinspritzer.
  • the pre-injectors are deposited in quantities already in the starting phase which are at least approximately adequate for the respective air filling.
  • too rich or lean fuel air mixtures are avoided, resulting in a corresponding reduction in pollutant emissions.
  • FIG. 1 shows a schematic partial section through an internal combustion engine, which is formed in the described embodiment for illustrative purposes as a four-cylinder gasoline engine with gasoline injection.
  • the internal combustion engine 3 is associated in a conventional manner with a central electronic control unit 1, which controls the ignition, fuel injection and other operations of the internal combustion engine.
  • Each cylinder 7 is assigned at least one inlet valve 6 and at least one injection valve 2.
  • the injection valve 2 injects fuel into the intake manifold directly onto the valve disk of the intake valve 6.
  • the crankshaft 8 is associated with a crankshaft sensor 4 with a toothed encoder wheel which generates a crank angle signal CRK (see lower half of FIGS. 2 and 3) representing the crankshaft angle.
  • the camshaft 5, which controls the intake valves 6 and rotates at half the rotational speed of the crankshaft 8, is associated with a camshaft sensor 9 for generating a cam signal CAM (see lower half of Figs. 2 and 3).
  • the camshaft 5 may be angularly adjustable relative to the crankshaft 8, but this is by no means required for the method to be described.
  • crankshaft signal CRK corresponds to a tooth of the encoder wheel, wherein a double tooth gap after every 60 teeth as a synchronization pulse S for each one full revolution of the crankshaft 8 serves.
  • the cam signal CAM has two different levels associated with two consecutive revolutions of the crankshaft. The camshaft signal CAM and the crankshaft signal CRK with its synchronization pulses S allow an unambiguous assignment of the crankshaft position in the working cycle.
  • the injection valves 2 can therefore be controlled and actuated in the usual sequential injection mode with the aid of the crankshaft signal and camshaft signal.
  • the crankshaft position and thus the position of the piston is not yet known, and it is if necessary. Also, no synchronization between the camshaft and the crankshaft available. An injection in the sequential injection mode is therefore not possible.
  • an internal combustion engine always remains at discrete positions after switching off in the disengaged state.
  • these are exactly four positions over each 760 ° crankshaft rotation.
  • the positions are always either 20 ( ⁇ 7) teeth or 50 ( ⁇ 7) teeth before a synchronization pulse S.
  • the angular distance between these positions is thus 180 ° ( ⁇ 42 °).
  • the number of standstill angle positions at which an internal combustion engine stops is equal to the number of cylinders.
  • the standstill angle positions become more and more discrete.
  • the fuel quantities of the pilot injectors are determined by multiplying a standard amount by weighting factors.
  • weighting factors are therefore expediently determined by experiments for the internal combustion engines of a series and stored as fixed values in the central control unit. If, for example, the largest possible fuel quantity of an advance injector is determined as the standard quantity, the weighting factors are, for example, in the range from 0.7 to 1.0.
  • the method according to the invention can be used with any preliminary injection strategies, for example also in the method according to the initially discussed EP 0 371 158 B1, in which the pre-injectors of a first cylinder group are discontinued at the same time and the pre-injectors of the second cylinder group are delayed in time.
  • the method according to the invention is used with particularly good success in a pre-injection strategy in which all pre-injectors are discontinued one after the other in chronological order.
  • An example of such an advance injection strategy is explained in more detail below with reference to FIG.
  • the rotational speed N of the internal combustion engine is plotted over time.
  • the drive signals IV1 - IV4 are plotted for the four injectors over time for the four cylinders 1 to 4 of the four-cylinder internal combustion engine, the four pilot injectors I are denoted by I1 - I4.
  • the drive signals EV1-EV4 for the four intake valves are plotted over time, with the opening pulses for the opening of the intake valves being designated E1-E4.
  • the pulses for the top dead center (TDC1 - TDC4) of the four cylinders and the top dead center (TDC1) of the cylinder 1 are shown.
  • a starting detection E is provided for the start of the internal combustion engine.
  • the cam signal CAM is either high or low, in the example of Figure 2 low level.
  • the cylinders 1 to 4 can be subdivided into two groups (in the example of FIG. 2 into a first group with the cylinders 3, 4 and a second group with the cylinders 1, 2).
  • this is It is also known whether the internal combustion engine has stopped in the first two standstill angular positions or the second two standstill positions. In other words, the number of unknown stall angle positions is reduced to two.
  • the two cylinders 3, 4 of the first cylinder group are supplied at the same time with the pilot injectors at a predetermined angular distance from the start detection E (for example after eight recognized and valid teeth of the crankshaft sensor), as indicated by the pilot injectors I3 '. and I4 is indicated.
  • the pre-injector I3 ' would be delivered just before the closing of the associated intake valve EV3, which would lead to an over-enrichment of the fuel-air mixture and the emission of unburned fuel.
  • the pre-injector I3 ' is not discharged at this time, as indicated by a dotted line P.
  • the crankshaft has stopped 20 teeth before the first synchronization pulse S. If, therefore, the first synchronization pulse S has already occurred after 28 teeth starting detection E (ie 20 teeth after the first preliminary injection I4) (which is the case in the example of FIG. 2), then it can be seen that the crankshaft has 20 teeth before the synchronization pulse S. had stopped. As soon as the synchronization pulse S has occurred, the internal combustion engine is synchronized, and thus a defined sequence of taking place after the synchronization pulse S Vorabeinspritzer be determined by the central control unit 1.
  • this pre-injection strategy results in a defined sequence of the cylinders supplied successively with pre-injectors I, in the illustrated case cylinder 4, cylinder 1, cylinder 2 and cylinder 3.
  • the fuel quantities of the associated pre-injectors 14, I1, I2 and I3 become determined by multiplying the standard amount by the fixed weighting factors.
  • the order of the cylinders supplied with the pilot injectors changes.
  • the rotational speed behavior during the starting phase substantially always remains the same in relation to the intake phases of the successively opening intake valves, the fuel quantities of the successive pre-injectors I can always be determined by means of the same weighting factors.
  • the pre-injection method described above is only one example of a pre-injection strategy in which the method of the invention can be used.

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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)

Abstract

Pendant la phase de démarrage d'un moteur à combustion interne à injection d'essence, des doses d'essence préinjectées (I) sont, selon une stratégie définie de préinjection, déposées pour former un film de paroi dans les cylindres et constituer simultanément un mélange apte à l'allumage pour la première combustion. Pour éviter que les préremplissages soient, pendant la phase de démarrage, trop riches ou trop pauvres, les doses de carburant préinjectées (I) sont, selon le procédé présenté, d'une grandeur qui varie en fonction des remplissages escomptés pour les cylindres correspondants.

Claims (5)

  1. Procédé d'injection de carburant dans un moteur à combustion interne à plusieurs cylindres, comportant
    au moins une soupape d'injection (2) par cylindre (7),
    un arbre à cames (5) pour actionner les soupapes d'admission (6), cet arbre tournant avec une vitesse de rotation moitié de celle du vilebrequin (8),
    un détecteur de vilebrequin (4), qui fournit un signal de vilebrequin (CRK) représentant l'angle du vilebrequin, comportant une impulsion de synchronisation (S) pour chaque rotation du vilebrequin, et
    un appareil de commande central (1), qui commande les soupapes d'injection (2) de telle façon qu'elles injectent, pendant une phase de démarrage, dans un ordre séquentiel déterminé, chaque fois un préinjecteur de carburant (I) par cylindre (7) et ensuite injectent des quantités de carburant déterminées par l'appareil de commande (1) au cours d'une opération séquentielle normale d'injection,
    caractérisé en ce que les quantités de carburant des préinjecteurs (I) sont déterminées avec une grandeur différente en fonction de l'ordre séquentiel des préinjecteurs (I) et du remplissage d'air des cylindres concernés (7) à attendre.
  2. Procédé suivant la revendication 1, caractérisé en ce que les remplissages d'air sont déterminés en fonction des vitesses de rotation à attendre (N) du moteur à combustion interne (3) pendant chaque phase concernée d'admission des cylindres correspondants (7).
  3. Procédé suivant la revendication 1 ou 2, caractérisé en ce que les quantités de carburant des préinjecteurs (I) sont déterminées en multipliant une quantité standard par des facteurs de pondération prédéfinis.
  4. Procédé suivant la revendication 3, caractérisé en ce que les facteurs de pondération pour chacune des gammes de construction des moteurs à combustion interne sont déterminés expérimentalement.
  5. Procédé suivant la revendication 3 ou 4, caractérisé en ce que les facteurs de pondération croissent progressivement, depuis le ou les premiers préinjecteurs (I), dans l'ordre de succession, jusqu'aux derniers préinjecteurs (I).
EP01996679A 2000-11-16 2001-11-15 Procede d'injection de carburant pendant la phase de demarrage d'un moteur a combustion interne Expired - Lifetime EP1336041B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10056863A DE10056863C1 (de) 2000-11-16 2000-11-16 Verfahren zum Einspritzen von Kraftstoff während der Startphase einer Brennkraftmaschine
DE10056863 2000-11-16
PCT/DE2001/004285 WO2002040848A1 (fr) 2000-11-16 2001-11-15 Procede d'injection de carburant pendant la phase de demarrage d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1336041A1 EP1336041A1 (fr) 2003-08-20
EP1336041B1 true EP1336041B1 (fr) 2006-06-28

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Application Number Title Priority Date Filing Date
EP01996679A Expired - Lifetime EP1336041B1 (fr) 2000-11-16 2001-11-15 Procede d'injection de carburant pendant la phase de demarrage d'un moteur a combustion interne

Country Status (4)

Country Link
US (1) US6769412B2 (fr)
EP (1) EP1336041B1 (fr)
DE (2) DE10056863C1 (fr)
WO (1) WO2002040848A1 (fr)

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US6931840B2 (en) * 2003-02-26 2005-08-23 Ford Global Technologies, Llc Cylinder event based fuel control
DE102004028092A1 (de) 2004-06-09 2005-12-29 Robert Bosch Gmbh Verfahren zum Start einer Brennkraftmaschine
DE102004057260A1 (de) * 2004-11-26 2006-06-01 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine mit mehreren Zylindern
DE102005000612A1 (de) * 2005-01-03 2006-07-13 Robert Bosch Gmbh Verfahren zum Start einer Brennkraftmaschine
DE102005016067B4 (de) * 2005-04-07 2007-06-21 Siemens Ag Verfahren zur Erhöhung der Start-Reproduzierbarkeit bei Start-Stopp-Betrieb einer Brennkraftmachine
CN110566358B (zh) * 2019-09-30 2022-03-01 潍柴动力股份有限公司 发动机起动控制方法、装置、设备及存储介质
CN113217248B (zh) * 2021-06-02 2022-08-16 江门市大长江集团有限公司 摩托车、喷油量控制方法与设备、计算机可读存储介质

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EP0371158B1 (fr) 1988-11-28 1991-09-11 Siemens Aktiengesellschaft Méthode pour l'injection d'essence dans un moteur à combustion
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Also Published As

Publication number Publication date
DE10056863C1 (de) 2002-03-14
WO2002040848A1 (fr) 2002-05-23
DE50110362D1 (de) 2006-08-10
US6769412B2 (en) 2004-08-03
US20030000501A1 (en) 2003-01-02
EP1336041A1 (fr) 2003-08-20

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