EP1432901A1 - Procede, programme informatique et appareil de commande et/ou de regulation permettant de faire fonctionner un moteur a combustion interne, et moteur a combustion interne y relatif - Google Patents

Procede, programme informatique et appareil de commande et/ou de regulation permettant de faire fonctionner un moteur a combustion interne, et moteur a combustion interne y relatif

Info

Publication number
EP1432901A1
EP1432901A1 EP02767102A EP02767102A EP1432901A1 EP 1432901 A1 EP1432901 A1 EP 1432901A1 EP 02767102 A EP02767102 A EP 02767102A EP 02767102 A EP02767102 A EP 02767102A EP 1432901 A1 EP1432901 A1 EP 1432901A1
Authority
EP
European Patent Office
Prior art keywords
fuel
combustion engine
internal combustion
mass flow
piezo actuator
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
EP02767102A
Other languages
German (de)
English (en)
Other versions
EP1432901B1 (fr
Inventor
Klaus Joos
Jens Wolber
Thomas Frenz
Markus Amler
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 EP1432901A1 publication Critical patent/EP1432901A1/fr
Application granted granted Critical
Publication of EP1432901B1 publication Critical patent/EP1432901B1/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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • 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
    • 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
    • F02D41/24—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
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors

Definitions

  • the invention initially relates to a method for operating an internal combustion engine, in which the fuel is injected directly into at least one combustion chamber via at least one fuel injection device, the valve element of which is moved by a piezo actuator, and in which the torque is determined which is generated during combustion the amount of fuel injected into the combustion chamber during an injection.
  • the injection can take place in such a way that an ignitable fuel-air mixture is only present in the area of the spark plug, whereas there is little or no fuel in the rest of the combustion chamber ("stratified mode").
  • stratified mode the air supply to the combustion chamber is essentially completely throttled, and the torque is essentially determined exclusively by the amount of fuel injected into the combustion chambers by the injectors.
  • cylinder equalization In order to ensure the smoothest possible running and in order to be able to optimize the emission behavior of the internal combustion engine, a so-called "cylinder equalization" is carried out in the known method.
  • the torque generated during the singular combustion in the respective combustion chamber is determined for each cylinder of the internal combustion engine within one work cycle (two revolutions of the crankshaft).
  • the opening times of the injectors are then changed so that the torque differences between the individual cylinders are minimal. In this way, manufacturing tolerances between the individual injectors can be compensated.
  • the object of the present invention is to develop a method of the type mentioned at the outset in such a way that manufacturing differences between individual injectors are taken into account even better.
  • the aging behavior of the injectors should also be taken into account. All of this should be done in such a way that neither the emission behavior nor the fuel consumption of the internal combustion engine deteriorate.
  • a current valve characteristic curve of the fuel injection device installed in the internal combustion engine is determined at least approximately from the torque, the valve characteristic curve being a mass flow of fuel that is to be emitted by the fuel injection device , linked to a control energy to be supplied to the piezo actuator.
  • the invention has the advantage that the current valve characteristic of each individual fuel injection device of the internal combustion engine is known.
  • a valve characteristic curve establishes a relationship between the amount of fuel that is to be emitted by the fuel injection device and the control energy to be supplied to the piezo actuator for this purpose. Since the valve characteristic curve is currently being determined, it takes into account the individual parameters of the piezo actuator, such as age-related wear, and also parameters of the individual injection device, such as a change in the permeability of the outlet openings.
  • the adaptation does not take place by lengthening or shortening the injection duration of the fuel injection device, but by changing the stroke of the piezo actuator and thus the flow velocity of the fuel when it emerges from the fuel injection device. That is the reason
  • the stroke of the piezo actuator depends on the energy that is supplied to the piezo actuator. Depending on the strength of the energy, the stroke of the piezo actuator is smaller or larger, and depending on the stroke of the piezo actuator, the amount of fuel injected is smaller or larger.
  • the stroke of the piezo actuator can be set very precisely.
  • the injection duration that is to say the time at which the injection begins and the time at which the injection ends, can be selected exclusively with a view to optimal combustion with optimal emission and consumption behavior.
  • the invention also has the advantage that age-related wear of the piezo actuator can also be effectively compensated for. This is achieved in that the valve characteristic is always largely up to date.
  • the term "current" is not understood here to mean that the individual valve characteristic must be determined continuously.
  • the valve characteristic curve should be determined in such a way that age-related wear can be recorded as well as possible.
  • Fuel consumption of the internal combustion engine operated with the method according to the invention is always optimal.
  • the amount of fuel that is at least theoretically determined for this torque is determined from the torque is based, and from this amount of fuel and the associated opening time of the fuel injection device, the corresponding fuel mass flow is determined;
  • a pair of values is formed from the fuel mass flow and that control energy of the piezo actuator with which the injection was effected, which led to the torque;
  • valve characteristic curves or a whole group of valve characteristic curves it is possible for a plurality of valve characteristic curves or a whole group of valve characteristic curves to be stored in a memory. Since the usual valve characteristics, which form the relationship between the amount of fuel to be injected and the control energy required for this, do not overlap, a clear assignment of the most suitable function is already reliably possible even when a single pair of values is present. The one in the
  • Valve characteristics stored in memory were previously determined by tests. They cover the usual aging and wear influences as well as manufacturing tolerances.
  • this method can only be carried out in shift operation of the internal combustion engine. This is due to the fact that there is a direct relationship between the torque resulting from an individual injection and the amount of fuel injected only in shift operation. It understands it is also clear that the determined valve characteristic curve can also be used in a "homogeneous operation" of the internal combustion engine and leads there to the advantages according to the invention. In this, the fuel is largely homogeneous in the combustion chamber, and the torque also depends on the air mass supplied, which is usually set by the position of a throttle valve.
  • control voltage of the piezo actuator is reduced from a value above a voltage at which the valve element assigned to the piezo actuator is in a position in which the fuel mass flow of the fuel is predominantly determined by seat throttling, and at the same time the torque , which is based on the injections that take place during the reduction of the drive voltage, and that when the torque drops by at least a certain value, the pair of values consisting of fuel mass flow and drive energy is formed.
  • this method can also be carried out during normal operation of the internal combustion engine. Even a drop in torque of approximately 5%, which is not noticeable by the user of the internal combustion engine, enables the determination of a pair of values with which the selection of the appropriate characteristic curve is possible with high accuracy.
  • the time period during which the control voltage is reduced is very short, typically it lasts less than one second.
  • pairs of values which consist of control energy and fuel mass flow, are determined at different operating points of the internal combustion engine, and that a standard function, in particular an exponential function, which one Fuel mass flow, which is to be emitted by the fuel injection device, is linked to a control energy to be supplied to the piezo actuator, is adapted to this plurality of value pairs.
  • a standard function in particular an exponential function, which one Fuel mass flow, which is to be emitted by the fuel injection device, is linked to a control energy to be supplied to the piezo actuator
  • the adaptation is carried out using the method of least squares. In this way, the deviations of the adapted standard function from the actual value pairs are kept as small as possible.
  • the value pairs are formed by changing the control energy. It is particularly preferred if the
  • Control energy is changed step by step.
  • the conditions in the internal combustion engine can initially stabilize, which increases the precision in determining the value pairs.
  • the method be carried out cyclically at certain predetermined time intervals. Aging and wear on the fuel injection device or on the piezo actuator of the fuel injection device can thus be reliably taken into account over the entire service life of the fuel injection device.
  • a corresponding definition of the time intervals also ensures that the deviation of the current characteristic curve of a fuel
  • time interval can be understood to mean a real operating time or also a number of actuations of the fuel injection device. It is also particularly preferred if an entry is made in a fault memory and / or a message is issued when the control energy of the piezo actuator required to deliver a specific fuel quantity at least reaches a threshold. Extreme characteristic curves which indicate a particularly high degree of wear or a particularly severe aging of the fuel injection device or the piezo actuator are thus recognized, and the user or a person who is servicing the internal combustion engine is informed accordingly.
  • the invention also relates to a computer program which is suitable for carrying out the above method when it is executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory or a ferrite RAM.
  • the invention relates to a control and / or regulating device for operating an internal combustion engine. This is particularly preferred if it comprises a memory on which a computer program of the above type is stored.
  • the invention also relates to an internal combustion engine, with at least one combustion chamber, with at least one fuel injection device, which comprises a piezo actuator and via which the fuel enters the combustion chamber directly, and with a device with which the torque can be determined, which in the
  • Combustion of the amount of fuel injected into the combustion chamber during an injection is generated.
  • the internal combustion engine comprises a control and / or regulating device of the above type.
  • FIG. 1 shows a basic illustration of a region of an internal combustion engine with a fuel injection device
  • FIG. 2 shows a diagram in which the fuel mass flow is plotted against the stroke of a valve element of the fuel injection device from FIG. 1;
  • FIG. 3 a characteristic curve in which the fuel mass flow and the torque versus the control voltage of a piezo actuator of the fuel injection device from FIG. 1 are shown;
  • Fig. 4 a flow chart showing a first embodiment of a method for
  • FIG. 5 a diagram similar to FIG. 3 to explain the method from FIG. 4;
  • Fig. 6 a flow chart in which a second
  • FIG. 7 a diagram similar to FIG. 3 to explain the method from FIG. 6;
  • Fig. 8 a flowchart in which a third embodiment of a method for
  • FIG. 9 a diagram similar to FIG. 3 to explain the method from FIG. 8.
  • An internal combustion engine bears the overall reference number 10 in FIG. 1. It comprises several combustion chambers, only one of which is shown in FIG. 1 with the reference number 12. Combustion air is fed to it from an intake manifold 14 via an inlet valve 16. The combustion exhaust gases enter an exhaust pipe 20 via an exhaust valve 18.
  • Fuel is injected into the combustion chamber 12 directly via a fuel injection device 22.
  • This is an injector whose valve element (not shown) is moved by a piezo actuator (not shown).
  • the injector 22 is connected to a fuel system 24. This provides the injector 22 with the fuel under very high pressure.
  • the fuel-air mixture located in the combustion chamber 12 is ignited by a spark plug 26 which is connected to an ignition system 28.
  • the speed of a crankshaft 30 as well as its angular position and angular accelerations are picked up by a sensor 32.
  • the corresponding signals are fed to a control and regulating device 34.
  • the control and regulating device 34 controls, among other things, the injector 22.
  • a stroke throttle curve of the injector 22 is shown in FIG. 2: from this it can be seen that the fuel mass flow Qstat rises steeply in a first region of the stroke h (stroke throttle region 36), whereas it increases in the further course of the stroke h of the valve element of the injector 22 practically no longer increased (seat throttle area 38).
  • the stroke throttle region 36 is particularly important since nowadays large amounts of fuel are also introduced by a plurality of small stone injections. With these, the injector 22 opens only slightly. It therefore remains essentially in the lifting throttle region 36.
  • Internal combustion engine 10 is essentially determined exclusively by the amount of fuel injected, as is also evident from FIG. 3, the characteristic curve not only shows a relationship between the control voltage U of the piezo actuator of the injector 22 and the fuel mass flow Qstat, but also between the control voltage U and the torque M produced.
  • the internal combustion engine 10 of FIG 4 operated method (this method is stored as a computer program in the control and regulating device 34):
  • a query is made in a block 42 as to whether the internal combustion engine 10 is currently working in shift operation. This query is necessary because there is a direct relationship between the torque M and the fuel mass flow Qstat only in shift operation. Only this direct relationship enables, as explained below, the determination of the quantities required for the compensation of the said deviations.
  • a block 44 queries whether the characteristic curves of the injectors 22 need to be checked. Such a check is not always necessary, but only at certain cyclical intervals. If the answer in block 44 is "yes”, a query is made in block 46 as to whether the control voltage U is greater than a limit value Gl. This ensures that the internal combustion engine 10 is at an operating point in which the valve element of the injector 22 assigned to the piezo actuator is in a position in which the fuel mass flow Qstat is determined primarily by throttling the seat.
  • the limit value Gl is also shown in FIG. 5, the area of the seat restriction is to the right of the corresponding dashed line.
  • the control voltage U is now gradually reduced.
  • the corresponding torque M also drops when the control voltage U is reduced.
  • this torque drop dM exceeds a limit value G2.
  • This torque is designated MG2 in FIG. 5.
  • the corresponding fuel mass flow QstatG2 is now determined from this torque MG2.
  • a pair of values is now formed from the control voltage UG2 with which the injection was effected, which led to the torque MG2, and from the fuel mass flow QstatG2.
  • the valve characteristic curve fe in fact means that the fuel injection device 22 has aged to such an extent that an activation energy which is above a threshold is required to deliver a specific fuel mass flow (this threshold is not shown in FIG. 5) shown).
  • the user and a person who carries out the maintenance of the internal combustion engine are thus informed of the state of the corresponding fuel injection device. At the same time, however, it remains ensured that the fuel mass flow can be controlled or regulated in the desired manner.
  • FIG. 6 shows a second exemplary embodiment of a method with which the internal combustion engine from FIG. 1 can be operated.
  • those blocks which have functions equivalent to the blocks of FIG. 4 have the same reference numerals. They are not explained in detail again.
  • the characteristic curve corresponding to the current state of the fuel injection device 22 is not selected from a previously created plurality of characteristic curves, but rather is created specifically for the fuel injection device 22 in question. This takes place in that the control voltage U of the fuel injection device 22 is gradually increased while the internal combustion engine 10 is running. The associated fuel mass flows Qstati are determined via the corresponding torque Mi.
  • Fuel mass flow Qstat which is to be emitted by the fuel injection device 22, is linked to a control energy U to be supplied to the piezo actuator.
  • the link can be made by linear interpolation. It is understood that the method shown in FIGS. 6 and 7 is not during normal operation of the internal combustion engine 10 can be carried out, but must be carried out, for example, during a maintenance stay.
  • data pairs Ui drive voltage
  • Qstati fuel mass flow
  • each of the methods described above is carried out for each individual cylinder or each individual fuel injection device 22.
  • the torque generated by an injection in a combustion chamber 12 is assigned to the corresponding combustion chamber 12 via
  • crankshaft 30 which is picked up by the sensor 32.
  • the torque which is generated by the combustion of the fuel injected in said combustion chamber 12, is detected by measuring the acceleration of crankshaft 30, which is caused by this combustion.
  • the acceleration of crankshaft 30 is also determined from the signal from sensor 32.

Landscapes

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

Abstract

L'invention concerne un procédé permettant de faire fonctionner un moteur à combustion interne, selon lequel le carburant est injecté directement dans au moins une chambre de combustion de ce moteur au moyen d'au moins un dispositif d'injection de carburant. L'élément de vanne du dispositif d'injection de carburant est déplacé par un actionneur piézoélectrique. Par ailleurs, on détermine le couple produit durant la combustion de la quantité de carburant injectée dans la chambre de combustion lors d'une injection. L'invention a pour but d'optimiser le comportement à la consommation et à l'émission du moteur à combustion interne et, à cet effet, est caractérisée en ce qu'une courbe caractéristique de vanne actuelle (fc) du dispositif à injection de carburant intégré au moteur à combustion interne est au moins approximativement déterminée sur la base du couple, et en ce que la courbe caractéristique de vanne (fc) combine un débit massique (Qstat), qui doit être émis par le dispositif d'injection de carburant, avec une alimentation de contrôle (U) qui doit être transmise à l'actionneur piézoélectrique.
EP02767102A 2001-09-27 2002-08-16 Procede, programme informatique et appareil de commande et/ou de regulation permettant de faire fonctionner un moteur a combustion interne, et moteur a combustion interne y relatif Expired - Lifetime EP1432901B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10147814 2001-09-27
DE2001147814 DE10147814A1 (de) 2001-09-27 2001-09-27 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine
PCT/DE2002/002995 WO2003031787A1 (fr) 2001-09-27 2002-08-16 Procede, programme informatique et appareil de commande et/ou de regulation permettant de faire fonctionner un moteur a combustion interne, et moteur a combustion interne y relatif

Publications (2)

Publication Number Publication Date
EP1432901A1 true EP1432901A1 (fr) 2004-06-30
EP1432901B1 EP1432901B1 (fr) 2006-11-22

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EP02767102A Expired - Lifetime EP1432901B1 (fr) 2001-09-27 2002-08-16 Procede, programme informatique et appareil de commande et/ou de regulation permettant de faire fonctionner un moteur a combustion interne, et moteur a combustion interne y relatif

Country Status (4)

Country Link
EP (1) EP1432901B1 (fr)
JP (1) JP4235552B2 (fr)
DE (2) DE10147814A1 (fr)
WO (1) WO2003031787A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE10256240A1 (de) * 2002-12-02 2004-06-09 Robert Bosch Gmbh Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine
DE10323488B4 (de) * 2003-05-23 2011-08-11 Robert Bosch GmbH, 70469 Verfahren und Vorrichtung zur betriebspunktabhängigen Steuerung von Injektoren eines Kraftstoffzumesssystems einer Brennkraftmaschine
EP1526267A3 (fr) 2003-10-21 2010-07-28 Continental Automotive GmbH Méthode et dispositif pour compenser la dérive d'un injecteur dans un moteur à combustion interne à injection directe
DE10349579B4 (de) * 2003-10-24 2013-01-03 Robert Bosch Gmbh Verfahren und Steuergerät zum Steuern eines Startvorganges einer Brennkraftmaschine
DE102004054372B3 (de) * 2004-11-10 2006-06-14 Siemens Ag Verfahren und Vorrichtung zum Bestimmen eines Kraftstoffmassenstroms bei einer Brennkraftmaschine
DE102005004442B4 (de) * 2005-01-31 2006-11-16 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE102006027823B4 (de) * 2006-06-16 2008-10-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Anpassen der Ventilcharakteristik eines Kraftstoff-Einspritzventils
DE102006050171A1 (de) * 2006-10-25 2008-04-30 Robert Bosch Gmbh Verfahren zur Bestimmung eines Kennfeldes der Einspritzmenge über einer elektrischen Größe eines elektrisch angesteuerten Einspritzventils
FR2917463A3 (fr) * 2007-06-12 2008-12-19 Renault Sas Procede de reduction des derives et des dispersions des injecteurs d'un moteur
DE102008006674B4 (de) * 2008-01-30 2020-08-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine mit Benzin-Direkteinspritzung
DE102010027806B4 (de) * 2010-04-15 2024-01-18 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, bei dem eine Größe ermittelt wird
DE102012209965A1 (de) * 2012-06-14 2013-12-19 Robert Bosch Gmbh Verfahren zum Betreiben eines Ventils

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JP2767959B2 (ja) * 1990-02-27 1998-06-25 日産自動車株式会社 ディーゼルエンジンの燃料噴射装置
DE19652801C1 (de) * 1996-12-18 1998-04-23 Siemens Ag Verfahren und Vorrichtung zum Ansteuern wenigstens eines kapazitiven Stellgliedes
DE19652807C2 (de) * 1996-12-18 2002-08-29 Siemens Ag Verfahren und Vorrichtung zum Ansteuern eines kapazitiven Stellgliedes
JP3855473B2 (ja) * 1998-07-08 2006-12-13 いすゞ自動車株式会社 コモンレール式燃料噴射装置
DE19845037C2 (de) * 1998-09-30 2000-11-30 Siemens Ag Verfahren und Anordnung zum Ansteuern eines kapazitiven Aktors
DE19931233B4 (de) * 1999-07-07 2007-02-01 Siemens Ag Verfahren zum Ansteuern eines kapazitiven Stellgliedes
DE19936944A1 (de) * 1999-08-05 2001-02-08 Bosch Gmbh Robert Verfahren zum Zumessen von Brennstoff mit einem Brennstoffeinspritzventil

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Also Published As

Publication number Publication date
EP1432901B1 (fr) 2006-11-22
JP4235552B2 (ja) 2009-03-11
JP2005504912A (ja) 2005-02-17
DE10147814A1 (de) 2003-05-08
DE50208805D1 (de) 2007-01-04
WO2003031787A1 (fr) 2003-04-17

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