EP1705355A1 - Verfahren zur Bestimmung von Parametern eines Einspritzsystems - Google Patents

Verfahren zur Bestimmung von Parametern eines Einspritzsystems Download PDF

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Publication number
EP1705355A1
EP1705355A1 EP05290675A EP05290675A EP1705355A1 EP 1705355 A1 EP1705355 A1 EP 1705355A1 EP 05290675 A EP05290675 A EP 05290675A EP 05290675 A EP05290675 A EP 05290675A EP 1705355 A1 EP1705355 A1 EP 1705355A1
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EP
European Patent Office
Prior art keywords
injector
injection
speed
engine
average 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
EP05290675A
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English (en)
French (fr)
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EP1705355B1 (de
Inventor
Thierry Cochet
Guillaume Meissonnier
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Delphi Technologies Inc
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Delphi Technologies Inc
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Publication date
Application filed by Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to EP05290675A priority Critical patent/EP1705355B1/de
Priority to AT05290675T priority patent/ATE386877T1/de
Priority to DE602005004892T priority patent/DE602005004892T2/de
Priority to JP2006053107A priority patent/JP4774516B2/ja
Priority to US11/389,375 priority patent/US7269500B2/en
Publication of EP1705355A1 publication Critical patent/EP1705355A1/de
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Publication of EP1705355B1 publication Critical patent/EP1705355B1/de
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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
    • F02D41/02—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
    • F02D41/2438—Active learning methods
    • 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
    • F02D41/247—Behaviour for small quantities
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections

Definitions

  • the subject of the present invention is a process for determining operating parameters, also called a learning method, of an injection device for a combustion engine.
  • An injection device conventionally comprises a plurality of injectors, each of the injectors being controlled in opening and closing by an electronic control means, by means of control signals making it possible to control one or more pilot injections and a main injection on each of the injectors. injectors.
  • the injectors used may be of several types, for example of the solenoid type or of the piezoelectric type.
  • the document EP 0 740 068 describes a solenoid injector.
  • the injector comprises an injector body. At its lower end, the injector body defines a seat in which the lower end of a needle is able to engage, the needle being able to slide between an open position in which it allows the ejection fuel nozzle of the injector and a closed position in which it closes the injector tightly.
  • the injector body is supplied with fuel by a fuel source under high pressure, such as a common rail, through a feed passage opening into an annular gallery.
  • the annular gallery surrounds the needle, near its upper end, the shape of the needle being adapted to allow the flow of fuel from the annular gallery between the bore and the needle.
  • the high-pressure supply line also communicates with a control chamber via a "restrictor".
  • the control chamber is closed by a plate.
  • the plate cooperates with a sliding valve member having a hollow shaft, the interior of the hollow shaft being adapted to communicate with the interior of the chamber when the valve member is disengaged from the plate.
  • the interior of the hollow stem also communicates with a low pressure return.
  • An electronic control means makes it possible to control, by means of control signals, a solenoid actuator. When the solenoid is energized, the valve member disengages from the plate. At this time, fuel from the control chamber can escape to inside the hollow stem and then in the low pressure return.
  • the document EP 0 937 891 describes a piezoelectric injector.
  • the injector includes a piston, which defines a control chamber in combination with the upper surface of the needle.
  • the injector comprises piezoelectric actuators.
  • the actuators are electrically connected to a control circuit capable of transmitting control signals.
  • the pressurized fuel present in the control chamber exerts a force on the upper part of the needle and keeps it in the closed position, in combination with a spring.
  • the piezoelectric material is discharged, in order to reduce its size. This causes the piston to move in the opposite direction to the needle and thus to decrease the pressure inside the control chamber. At this moment, the needle is in its open position. When charging the piezoelectric material, this has the effect of pushing the piston down. This movement increases the fuel pressure inside the control chamber thus increasing the force applied to the upper surface of the needle which has the effect of pushing it towards its closed position.
  • each injector has specific parameters.
  • mechanical wear can also affect the accuracy of the amount of fuel injected.
  • Learning processes must therefore be performed to adapt the control signals to the specific characteristics of each of the injectors, in order to balance the maximum engine operation, optimize combustion noise and control gaseous emissions.
  • a first solution is to use an accelerometer.
  • this solution is sensitive to vibrations, and this poses problems of precision, especially with piezoelectric injectors.
  • a second solution is to use a speed sensor to continuously determine the speed of the crankshaft.
  • the document FR 2,720,787 describes a method for determining the specific parameters of each of the injectors of an injection device of a combustion engine, in particular a device with pilot injection and main injection.
  • the curve of the instantaneous speed difference of the motor shaft is established between the moment of passage to the top dead center of combustion of the cylinder in question and a predetermined subsequent time, for example offset by 60 °, preceding the changeover to top dead point of combustion of the next cylinder, depending on the duration of the pilot injection, the other operating parameters being kept constant.
  • This curve has a minimum level.
  • the slope breaking point of this curve makes it possible to determine the opening time of the injector from which said injector starts to flow.
  • This method is intended to be implemented for example during the end of assembly line check for the development of the engine or to perform tests in the event of malfunction of the engine as part of the after-sales service.
  • the present invention aims to provide a method for determining the operating parameters of an injection device of a combustion engine which avoids at least some of the aforementioned drawbacks and which is more precise.
  • Another object of the invention is to provide a learning method that can be operated at different speeds of the engine and / or at different injector supply pressures to determine the relevant parameters over an extended operating range.
  • said injectors are direct actuated. These injectors make it possible to obtain a more precise result due to the absence of hydraulic interaction.
  • said control signal comprises several test pulses, the value of said parameter being the same for each of said test pulse.
  • said parameter is a pulse duration.
  • said injector injection control signals other than said injector to be tested are zero. This corresponds for example to an execution of the method when the accelerator pedal is raised.
  • said electronic control means provides said injectors with injection control signals including a main pulse corresponding to a request from a gas control member. This corresponds for example to a process execution when the accelerator pedal is depressed.
  • a filtered average velocity difference is calculated by applying a convolution by a filter to the curve representing the average velocity difference as a function of said parameter of the test pulse and in step g) , said filtered average speed difference is used.
  • said filter is a sliding average.
  • said method comprises a first step of experiencing a stability condition predetermined to detect a stable operation of said engine, and a step of terminating said method when said stability condition is not satisfied.
  • Verification of the stability condition is not essential for the realization of the learning process, but it makes it possible to simplify data processing.
  • the stability condition is composed of one or more elementary conditions, which can be cumulative or alternative. In particular, it can be provided that the stability condition is verified when several of the elementary conditions are satisfied.
  • the elementary conditions can be tested simultaneously or successively. A nonlimiting list of elementary conditions which can make it possible to detect a so-called stable zone is given below.
  • said stability condition includes a motor speed condition, which condition is verified when said motor speed is between two predetermined thresholds (minimum and maximum).
  • said stability condition includes a torque condition of the engine, which condition is verified when the engine torque is between two predetermined thresholds (minimum and maximum).
  • said stability condition includes a speed ratio condition, which condition is satisfied when said speed ratio is greater than a predetermined threshold.
  • said stability condition includes a vehicle speed condition, which condition is verified when said vehicle speed is greater than a predetermined threshold.
  • said stability condition includes a clutch condition, which condition is verified when the clutch is activated.
  • said method comprises, at each motor cycle, a step of calculating a difference between said average speed calculated in step b) for said engine cycle and the average speed calculated in step b) for a preceding motor cycle, a step of calculating a corrected mean speed difference by correcting said average speed difference calculated in step e).
  • the speed of the combustion engine corresponds to the speed of rotation of a crankshaft of said combustion engine, said measurement time associated with an injector extending each time between a delayed initial instant of an offset angle ⁇ of the crankshaft relative to the top dead center of a piston corresponding to said injector and a delayed final instant of said offset angle ⁇ relative to the top dead center of the piston corresponding to the next injector in the order said injection cycles.
  • the offset angle ⁇ is less than or equal to 45 °.
  • said injection device comprises a common rail provided with a high pressure valve, each of said injectors being connected to said common rail.
  • a high pressure valve on the common rail is preferable but not necessary.
  • said method comprises a step of selecting a common ramp pressure in a range ranging for example from 200 to 2000 bar and performing said method by maintaining this common rail pressure in said common rail.
  • said method comprises the steps of detecting an actuation of a gas control member of said vehicle corresponding to a fuel demand, calculating a common ramp target pressure adapted to said fuel demand, and, when the target pressure is less than said selected common rail pressure, lowering the pressure in said common rail by opening said high pressure valve.
  • said method comprises the steps of detecting an actuation of a gas control member of said vehicle corresponding to a fuel demand, calculating a common ramp target pressure adapted to said fuel demand, and, when the target pressure is less than said selected common rail pressure, providing said injectors with injection control signals including at least one pre-injection pulse and one main pulse.
  • a fuel supply system 1 for an internal combustion engine is disposed in a vehicle (not shown) and cooperates with a motor (not shown), the injectors 7 injecting fuel into cylinders (not shown) of the engine, for example diesel.
  • the supply system 1 comprises a low-pressure pump 2, also known as a booster pump, whose output pressure is for example approximately equal to 6 bars.
  • the pump 2 is arranged so as to take fuel from a fuel tank 3 and supply fuel to an inlet of a high pressure pump 4 via a filter 5.
  • the output pressure of the pump 4 is adjustable in a range of the order of 200-1800 bars or more.
  • the high pressure pump 4 is arranged to charge a common rail 6 with high pressure fuel.
  • Injectors 7 are connected to the common rail 6, each of the injectors 7 being controlled in opening and closing by an electronic control unit 8, commonly called engine control unit, by means of control signals.
  • the control unit 8 also controls the high pressure pump 4 by controlling a filling actuator 9, and the fuel pressure inside the common rail 6 by means of a high pressure valve 10.
  • pressure 11 makes it possible to measure the pressure inside the common rail 6 and to communicate it to the control unit 8.
  • the control unit 8 receives signals concerning engine parameters, such as the speed of the vehicle or the position of the acceleration pedal, by appropriate sensors 12.
  • a crankshaft sensor makes it possible to measure, for example magnetically, the speed of rotation of a crankshaft of the engine. The rotational speed of the crankshaft will subsequently be considered as engine speed.
  • the sensor assembly also includes a top dead center detection (PMH) sensor, which synchronizes the injection with the movement of the pistons, and a sensor for detecting the position of the accelerator pedal.
  • PMH top dead center detection
  • FIG. 2 shows the evolution of the instantaneous speed of the motor ⁇ , axis 26, as a function of time t, axis 27, on a motor cycle of a six-cylinder engine.
  • the origin of the axis 26 does not correspond to 0.
  • a motor cycle corresponds to a crankshaft rotation of 720 °.
  • Each injector 7 is associated with a cylinder comprising a piston (not shown).
  • the engine injectors are activated successively in a predetermined order, which corresponds to the order in which the pistons reach their respective top dead centers, so as to produce a balanced drive of the crankshaft.
  • the activation sequence is generally: first cylinder, third cylinder, fourth cylinder, second cylinder.
  • the arc speed curve is traditional and comes from the fact that each piston tends to slow down by compressing the gases in the cylinder arriving at its top dead center and re-accelerate under the thrust of the gas leaving its top dead center.
  • the engine cycle comprises six arches corresponding to six injection cycles 20, 21, 22, 23, 24 and 25, each cycle 20 to 25 being associated with an injector 7.
  • these figures refer to either the arch itself or the corresponding time interval.
  • Each injection cycle 20 to 25 is between the top dead centers (TDCs) of two pistons.
  • the order of the injectors 7 refers to the order of the injection cycles 20 to 25 associated, which can be distinct from the geometric order of the engine cylinders.
  • a first injector 7 will be considered as preceding a second injector 7 if the injection cycle associated with the first injector is performed before the injection cycle associated with the second injector, for a given engine cycle.
  • the engine computer 8 receives the control signal from the accelerator pedal and calculates fuel flow rates to be injected into each cylinder according to this signal (algorithm known per se).
  • the computer 8 produces control signals of the injectors for injecting the calculated flows, each time in the form of one or more pulses, for example a pilot pulse and a main pulse. These flow rates correspond to the amount of fuel required for engine operation.
  • the calculator 8 calculates and regulates the common ramp pressure as a function of the fuel demand (algorithm known per se).
  • the calculated pressure is called the common ramp target pressure. For example, at 4500 rpm, the pressure inside the ramp 6 is approximately equal to 1800 bar.
  • the calculator 8 also controls the idle, which corresponds to a predetermined minimum speed that the computer 8 maintains when no signal is transmitted by the accelerator pedal.
  • the computer 8 contains a learning program whose execution controls the progress of a process which will now be described.
  • the parameter that one wishes to determine is, in this case, a minimum duration of a control signal pulse (MDP) which causes an effective opening of an injector 7.
  • MDP control signal pulse
  • step 96 the process is initialized.
  • This type of learning is intended to be performed during the use of the vehicle, for example the initialization takes place every fifteen minutes or hour. By performing this process regularly, it is possible to perform statistical processing of the values of minimum durations obtained at each execution, which makes it possible to obtain more precise values.
  • step 97 the ramp pressure is set.
  • step 98 the injector under test, that is to say the injector for which it is desired to determine the minimum control duration, is selected.
  • the injector under test that is to say the injector for which it is desired to determine the minimum control duration.
  • FIG. 2 which will serve to describe an example of the process flow, it is the injector associated with the injection cycle 22.
  • an initial control duration D0 is set.
  • the initial control duration D0 corresponds to the duration of a test pulse that will be sent to the injector selected to perform the injection cycle 22, for example in the vicinity of the top dead center 33 of the engine cycle, in progress during the first pass through the loop 43 of the process.
  • a control duration D is then incremented at each passage in the loop 43, a test pulse of a duration equal to the current control time in the loop 43 being sent to the selected injector to perform the injection cycle 22 , for example at the vicinity of the PMH 33, at each engine cycle during the process.
  • each motor cycle designates the cycles during which the loop 43 is executed. Two successive passages in the loop 43 may be optionally spaced from one another.
  • steps 100 to 106 during a passage in the loop 43.
  • the number of passages in the loop 43 is indexed by an index in the following description. For the illustration, reference is made below to three successive passages of rank n-1, n, n + 1.
  • step 100 a stability condition, which will be described in detail below with reference to Figure 5, is tested.
  • this condition is defined to ensure that the engine operates in a phase where no fuel injection is required and where the control signals of all the injectors are therefore uniformly zero, except the signals generated specifically for the purposes of the learning process. This is why the arches 20, 21, 24 and 25 are not considered to change significantly from one engine cycle to another.
  • the stability condition is verified, it goes to step 101, otherwise the process is interrupted or at least it leaves loop 43 (arrow 44), which corresponds to going to step 106. This second possibility allows to exploit the measurements acquired during the previous passages in the loop 43, if any.
  • Step 101 consists in calculating an average speed ⁇ 21, n-1 (FIG. 2) of the engine on the injection cycle 21, which immediately precedes the cycle 22.
  • the initial moment t1 of the measurement time T is for example offset from the top dead center 31 by a duration 32 which corresponds to an offset angle ⁇ of rotation of the crankshaft.
  • the final moment t2 of the measurement duration T is shifted by the same angle ⁇ relative to the top dead center 33 associated with the next injector.
  • Step 102 consists in calculating an average speed ⁇ 22, n-1 of the engine on the injection cycle 22.
  • the average speed ⁇ 22, n-1 is calculated over a duration T 'which is shifted from the TDC 33 of the angle of offset ⁇ .
  • This offset angle ⁇ makes it possible to wait for the test pulse sent to the selected injector, which takes place in the vicinity of the top dead center 33, to have its effect, namely to cause an effective injection of fuel into the engine. injection cycle 22, if any, and therefore a combustion.
  • This offset angle ⁇ is for example of the order of 30 °.
  • the test pulse of current duration D n-1 which has been generated in the vicinity of the PMH 33, is represented for illustrative purposes on the first line of FIG. 3.
  • FIG. 3 The test pulse of current duration D n-1
  • FIG. 3 represents three successive passages in the loop 43. , the shape of the test pulse (left column) and the corresponding effective displacement of the needle of the injector under test (right column).
  • the displacement signal of the injector 45 n-1 shows that the injector has not opened. This absence of injection is also visible in FIG. 2.
  • the instantaneous speed of the engine on the injection cycle 22, represented by the arch 22 n-1 being identical to the arch 21, that is to say that ⁇ 22, n-1 ⁇ 21, n-1 .
  • step 104 a pulse duration D n greater than the duration D n-1 is selected.
  • the pulse of duration D n is shown for illustrative purposes on the second line of FIG.
  • step 105 the duration D n is compared with a preselected maximum pulse duration D max . If the duration D n is less than the maximum duration, we return to step 100 for a new passage in the loop 43, otherwise we go to step 106. In this case, we consider that the duration D n is less than the duration D max .
  • FIG. 3 shows the displacement signal 45 n of the selected injector in response to the pulse of duration D n .
  • the signal 45 n shows that the injector has opened over an opening time ⁇ n .
  • the average speed ⁇ 22, n corresponding to the arch 22 n is greater than the average speed ⁇ 21 , n corresponding to the arch 21.
  • the arch 23 n is greater than the arch 23 n-1 although no injection occurred during the injection cycle 23 n . This acceleration of the engine during the cycle 23 is due to the inertia of the engine.
  • step 104 a pulse duration D n + 1 greater than the duration D n is selected.
  • the duration D n + 1 is represented on the third line of FIG. 3. Since the duration D n + 1 is less than the duration D max , we return to step 100.
  • FIG. 3 shows the response signal 45 n + 1 of the injector selected at the pulse of duration D n + 1 .
  • the signal 45 n + 1 shows that the injector has opened over an opening time greater than ⁇ n + 1 greater than the opening time ⁇ n , which is also visible in Figure 2, the average speed ⁇ 22, n + 1 of the cycle 22 n + 1 being greater than the average speed ⁇ 22, n of the cycle 22 n .
  • the average speed difference ⁇ n + 1 is calculated and the torque ( ⁇ n + 1 , D n + 1 ) stored.
  • the loop 43 is similarly repeated until the pulse duration reaches the maximum duration D max or the stability condition is no longer verified.
  • the process exits loop 43 it proceeds to step 106.
  • step 106 the stored average speed differences ⁇ n-1 , ⁇ n , ⁇ n + 1 are convolutionally filtered with a low-pass filter W, so as to smooth out the differences due to the noise, in particular to the uncertainties of measures.
  • the filter W is for example a sliding average centered using preceding values and values according to the value to be verified, for example with a sinusoidal or Gaussian arc-shaped weighting.
  • W ( D ' ) d D ' .
  • FIG. 6 shows the evolution of average speeds ⁇ 21 , ⁇ 22 , ⁇ 23 , depending on the duration of the test pulse D.
  • the control duration D is less than the minimum control duration MDP
  • the average speeds ⁇ 21 , ⁇ 22 , ⁇ 23 decrease in a similar way.
  • the injectors 7 inject no flow during several engine cycles, which is for example the case during up-and-down operation, the crankshaft nevertheless continues to rotate by inertia.
  • the average speed of the motor the average being for example performed on each motor cycle, is at this time decreasing, this decrease being relatively slow.
  • the average speed ⁇ 21 continues to decrease in the same way, while the average speed ⁇ 22 begins to increase.
  • the curve of the average speed ⁇ 23 is bent because the acceleration experienced by the crankshaft during the injection cycle 22 is still noticeable during the injection cycle 23, by inertia.
  • FIG. 7 shows a curve 57 representing the filtered mean velocity difference ⁇ f, axis 34, between the average velocity curve ⁇ 22 and the average velocity curve ⁇ 21 of FIG. 6.
  • the curve 57 is close to zero as long as the duration D of the control pulses sent to the injector to be tested do not result in an injection, that is to say as long as the duration D is less than MDP.
  • Step 107 is to determine the CDM control time from which it is considered that there really was an injection. For this, the values of the curve 57 are compared with a predetermined threshold 58.
  • the threshold 58 is chosen so that it is above the noise.
  • the minimum command duration MDP 0 is initially known for each injector 7, with a tolerance range, since it is a specification of the new injector. The existence of a small error on the initial value is not a problem because the process finally makes it possible to correct it.
  • the minimum CDM control time drifts when the injector 7 is aged.
  • one solution therefore consists of scanning the curve 57 in the direction of the duration of increasing commands D over an interval centered on the previously known minimum command duration MDP 0 .
  • the scanned interval can have a range of 100 ⁇ s to a few hundreds of ⁇ s.
  • step 108 the value of MDP is stored.
  • the method waits for an initialization signal to start again.
  • FIG. 5 shows the steps of a routine that runs for example continuously, in parallel with the method described with reference to FIG. 4.
  • This routine makes it possible to test the stability condition, which is verified when the vehicle is in a so-called stable zone, that is to say an area in which the average speed of the motor is substantially constant.
  • step 80 the first test, Test 1, is to verify that the accelerator pedal is fully released.
  • the second test, Test 2 is to verify that the motor speed is within an acceptable range. This range is for example between 750 and 3000 rpm. Beyond that, a test pulse creates very little variation in engine speed ⁇ , even if there is actually injection, because of the inertia of the engine.
  • the crankshaft sensor 12 having a measurement period of the order of one microsecond, increasing the speed of the crankshaft increases the margin of error.
  • the third test, Test 3 is to verify that the gearbox is in the right range. This corresponds for example to a speed ratio between the third and the fifth. Indeed, in the first or second, the acceleration or braking cause sudden changes in the speed of the engine and this leads to measurement accuracy problems. This test is about verifying that the speed of the vehicle is higher than 30km / h, a condition that could also be tested.
  • step 83 the fourth test, Test 4 is to verify that the clutch is activated, that is to say that the motor is coupled to the wheels. At 2500 rpm, when a user disengages, the speed falls very quickly, which poses correction problems, as will be described in detail below.
  • step 84 the fifth test, Test 5 is to verify that the temperature of the water, fuel oil, air and oil is within an acceptable range. At very low temperatures, combustion is unstable. When the engine is hot, friction is minimized. This test is therefore used to wait for the engine to be in steady state.
  • step 85 the sixth test, Test 6, is to verify that the voltage across the battery is correct.
  • step 86 the seventh test, Test 7, consists in verifying that no sensor 12 indispensable to the proper functioning of the process is faulty.
  • the stability condition is verified when all tests are verified.
  • a logic variable S can be used.
  • the stability variable S is set to 1 in step 79. If one of the above tests produces a negative result, the variable S is set to 0 to step 78. The value of this variable is used in step 100 to determine whether loop 43 should be performed.
  • the value of the minimum duration MDP depends on the pressure of the common ramp 6. This value MDP varies when the pressure of the common ramp 6 varies. It is therefore desirable to carry out the learning process for ramp pressures 6 covering the widest possible pressure range.
  • the stability condition defined in FIG. 5 will typically be verified when the acceleration pedal is released after an acceleration phase and the vehicle continues to run under its thrust without requiring torque from the engine. Under these conditions, it is therefore possible to choose a ramp pressure at which it is desired to carry out the process, and maintain this pressure in the ramp 6 instead of letting it fall as would occur during normal operation of the vehicle.
  • the engine computer 8 reacts by interrupting the training and producing the control signals of the injectors necessary for injecting fuel according to the demand signal produced by the pedal, according to an algorithm known per se.
  • the pressure that has been maintained in the common rail during the training is not necessarily adapted to the amount of fuel that must be injected, that is to say that can be burned. This could result in combustion noise if this pressure is too high.
  • Several means may be provided to cancel or at least to reduce the combustion noise generated by improper ramp pressure during the transition between the learning process and a re-acceleration phase of the vehicle.
  • a high pressure valve 10 is opened to reduce the pressure in the common rail 6 when it must be decreased.
  • the high pressure valve 10 allows a very rapid decrease in the pressure in the ramp 6.
  • a high pressure valve allows a reduction of the order of 2000 bar / s. The use of a high pressure valve 10 thus makes it possible to very quickly reduce the ramp pressure after learning at high pressure.
  • the engine computer 8 controls the injectors with at least one pilot pulse in front of the main pulse, so as to produce an additional pilot injection, very close to the main injection, which also reduces the combustion noise.
  • the additional pilot injection is placed so as to reduce the noise as much as possible, for example as close as possible to the main injection.
  • the method described above works well in a wide range of engine operation, for example idle speed at 3000rpm. Since an averaged rate over an injection cycle is used to determine the MDP parameter, the method is not sensitive to the precise shape of the ark corresponding to each injection cycle. Even at high speeds, when the arches begin to be deformed by engine inertia, the process still produces reliable results.
  • the learning method can also be performed during steady-state operation, when the accelerator pedal is supported substantially substantially, and the flow rates of fuel calculated by the engine computer 8 are stable and identical for all injectors.
  • Test 1 is replaced by a Test 1 which tends to test whether these conditions are satisfied. The process is for the remainder the same.
  • all the injectors receive control signals from the engine computer 8, for example in the form of a main pulse preceded by one or more pilot injections. These pulses are calibrated with respect to the high dead points of the pistons according to the known technique.
  • the injector under test additionally receives the test pulse or pulses, which can be placed for example in advance of the main pulse or, if appropriate, the pilot pulse.
  • the need to supply all injectors with power can impose limits on the range in which the ramp pressure can be set during learning. It is necessary to avoid excessive combustion noise. For this, it is preferable to perform the injection into the cylinders in the form of multiple pulses.
  • the presence of one or more pilot injections prepares and warms the diesel and air mixture and tends to reduce the noise by lengthening the duration of the combustion.
  • a second embodiment will now be described in which the process may be carried out in a so-called unstable zone, that is to say in which, in addition to allowing the cylinders to be supplied with fuel, the engine speed is allowed to vary relatively quickly. Correction calculations make it possible to compensate for variations in the speed of the motor due to the influence of parameters outside the learning process, such as acceleration or braking.
  • the steps of the learning method will now be described. The steps similar to the first embodiment are designated by the same reference numeral increased by 100. The same steps as in the first embodiment will not be described again.
  • the stability condition to be tested can be made much less restrictive (step 200).
  • steps 81 to 86 of Figure 5 may be retained.
  • An additional condition of verifying that the engine is within an acceptable load range can be added.
  • Step 201 consists of storing the instantaneous speed ⁇ of the engine over a period T essentially covering the injection cycle 21, which immediately precedes the cycle 22.
  • the acquisition time T is identical to the first embodiment.
  • v 21, n this batch of measures.
  • Step 202 consists in memorizing the instantaneous speed ⁇ of the engine over a period T1 essentially covering the injection cycle 22. This series of measurements is called v 22, n .
  • the set (v 21, n , v 22, n , D n ) is stored.
  • Step 204 is identical to step 104.
  • Step 205 is identical to step 105. In the present case, it is considered that the duration D n + 1 is less than the duration D max .
  • the speeds v 21, n + 1 and v 22, n + 1 are stored in a similar manner.
  • the set (v 21, n + 1 , v 22, n + 1 , D n + 1 ) is stored.
  • the loop 143 includes only stages of acquisition of the instantaneous speeds of the engine on the injection cycles 21 and 22.
  • the process exits the loop 143 it goes to the step 203.
  • step 203 the average speed ⁇ 21, n of the engine on the injection cycle 21 is calculated from the instantaneous speed v 21, n , in a manner which has been described in detail in the first embodiment of FIG. realization, and the average speed ⁇ 22, n of the engine on the injection cycle 22 is calculated from the instantaneous speed v 22, n .
  • the average speed difference ⁇ n ⁇ 22, n - ⁇ 21, n is calculated.
  • Torque ( ⁇ n , D n ) is stored.
  • the average speed ⁇ 21, n + 1 of the engine on the injection cycle 21 is calculated from the instantaneous speed V 21, n + 1
  • the average speed ⁇ 22, n + 1 of the engine on the injection cycle 22 is calculated from the instantaneous speed v 22, n + 1
  • the difference of average speed ⁇ n + 1 ⁇ 22, n + 1 - ⁇ 21, n + 1 is calculated.
  • the torque ( ⁇ n + 1 , D n + 1 ) is stored.
  • step 201A the average speed ⁇ 21, n is compared with the average speed ⁇ 21, n-1 and an offset ⁇ n is calculated from the difference ⁇ 21, n - ⁇ 21, n-1 ⁇ From the same way a shift ⁇ n + 1 is calculated from the difference ⁇ 21, n + 1 - ⁇ 21, n .
  • This corrective factor is used to compensate for engine speed variations due to braking and acceleration.
  • step 206 the stored corrected average speed differences ⁇ c n , ⁇ c n + 1 are convolutionally filtered with the low-pass filter W.
  • the curves 60 and 61 shown in FIG. 8 show, as a function of the duration D, the evolution of the average speed difference ⁇ , curve 61, and the corrected average speed difference ⁇ c, curve 60.
  • the curve 61 such a sudden change in the speed of the motor is measured by the offset ⁇ and compensated by the corrective factor f ( ⁇ ), so that it does not influence the evolution of the curve 60 and in particular its intersection with the threshold 58.
  • step 209 is to measure the influence of this type of imbalance on the average speeds ⁇ 21, n and ⁇ 22, n and to correct the average speed difference ⁇ n to compensate for this influence.
  • the value of the average speed difference ⁇ 21, i - ⁇ 22, i is used in the absence of a test pulse. This value can be determined before the execution of the learning process or during it, for example during a passage i in the loop 143 during which the test pulse is removed.
  • a corrective factor is thus calculated from the average velocity difference ⁇ 21, i - ⁇ 22, i and applied the average velocity difference ⁇ n or ⁇ c n .
  • step 210 the average speed of the motor ⁇ n on the motor cycle corresponding to the loop of rank n at which the process is carried out is taken into account. Due to the inertia of the motor, the average speed difference ⁇ n generated by a given test pulse depends on the speed of the motor. For example, when 1 mg of fuel is injected at 1000 rpm, the average speed difference ⁇ n generated is greater than that produced by a 1 mg injection at 3000 rpm. The average velocity differences ⁇ n obtained are then adjusted by a scale factor dependent on ⁇ n . This scale factor is for example calculated before the execution of the method and stored in the engine computer 8.
  • Step 207 is to determine the minimum duration of CDM command from which it is considered that there really was an injection. For this, the values of the curve 60 are compared with the predetermined threshold 58.
  • Step 208 is identical to step 108.
  • Steps 203A, 209 and 210 are corrective steps that are optional. Each of these steps is designed to compensate for a particular phenomenon and can be used separately or in combination. These corrective steps can also be applied in the first embodiment.
  • FIG. 9 shows the quantity of fuel Q injected into the main injection, axis 70, as a function of the separation time ⁇ between the pilot pulse and the main pulse, axis 71, in the case of a solenoid injector, curve 72, and a piezoelectric injector, curve 73.
  • the pulses are fixed. Only their separation varies. These two types of injectors do not behave identically, this difference being able to modify significantly the results of the learning process.
  • the opening takes place in two stages. At first, the valve member disengages from the plate, and then the needle rises. The opening of the valve member takes place about 150 ⁇ s before opening the needle. This opening in two stages is explained in particular by the fact that the power generated by the solenoid is not sufficient to lift the needle directly. For some durations of the pilot pulse, it may happen that the valve member disengages but the needle does not rise. In this case, a fuel flow is created from the control chamber to the low pressure return. This has the effect of creating pressure waves. In particular, in the case of a multi injection, the main injection is disturbed by the wave created by the pilot injection and this disturbance depends on the separation ⁇ . This phenomenon is illustrated in Figure 9. In this case, even if the pilot injection does not lift the needle, it changes the main injection, which is a hydraulic interaction. In general, the multi injection is more complicated to achieve with a solenoid injector because each pilot injection disrupts the following by the creation of pressure wave.
  • Figure 10 shows an average speed difference curve ⁇ , as a function of time t.
  • a reference curve 75 has also been drawn.
  • the pressure wave generated by the pilot injection changes the average speed 29 of the engine on the cycle of the injector to be tested before the actual opening of the injector. This results in an increase in the average speed difference 34 which can pass above the threshold 58. This therefore risks generating detection errors of the minimum duration 43b.
  • the learning method described in the present invention is therefore particularly suitable for direct-acting injectors, for example piezoelectric injectors 73, although it can also be performed on solenoid injectors 72 taking into account the difference in behavior.
  • control signal may comprise several test pulses of the same duration D.
  • a test pulse is placed so that the crankshaft is before the TDC and a second test pulse is placed so that the crankshaft is close to the PMH. Since the average speed difference ⁇ is proportional to the difference in the quantity of fuel injected by the injectors associated with the two cycles 21, 22, this difference is thus multiplied by the number of pulses, which makes it possible to improve the detection accuracy by increasing the slope of the curve in Figure 7 or 8.
  • Some steps of the learning process may be performed in a different order or simultaneously without changing the result.
  • test pulse can be modified according to another parameter than its duration, for example slope, amplitude or other.

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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)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Injection Moulding Of Plastics Or The Like (AREA)
EP05290675A 2005-03-25 2005-03-25 Verfahren zur Bestimmung von Parametern eines Einspritzsystems Active EP1705355B1 (de)

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EP05290675A EP1705355B1 (de) 2005-03-25 2005-03-25 Verfahren zur Bestimmung von Parametern eines Einspritzsystems
AT05290675T ATE386877T1 (de) 2005-03-25 2005-03-25 Verfahren zur bestimmung von parametern eines einspritzsystems
DE602005004892T DE602005004892T2 (de) 2005-03-25 2005-03-25 Verfahren zur Bestimmung von Parametern eines Einspritzsystems
JP2006053107A JP4774516B2 (ja) 2005-03-25 2006-02-28 噴射装置の作動パラメータを決定するためのプロセス
US11/389,375 US7269500B2 (en) 2005-03-25 2006-03-24 Process for determining the operating parameters of an injection device

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FR2917462A1 (fr) * 2007-06-12 2008-12-19 Renault Sas Procede de correction des derives des injecteurs d'un moteur
WO2009092474A1 (de) * 2008-01-22 2009-07-30 Continental Automotive Gmbh Verfahren und vorrichtung zum anpassen einer einspritzcharakteristik
CN103967677A (zh) * 2014-05-09 2014-08-06 无锡职业技术学院 柴油机燃油系统循环喷油量电控式测试装置及测试方法
FR3055665A1 (fr) * 2016-09-02 2018-03-09 Peugeot Citroen Automobiles Sa Procede d’execution d’un recalage d’injecteur de carburant dans un moteur a combustion interne
CN112943500A (zh) * 2021-03-11 2021-06-11 西华大学 模拟高原环境对航空活塞发动机喷雾特性影响的装置和方法
CN114544180A (zh) * 2021-12-29 2022-05-27 中国航空工业集团公司沈阳飞机设计研究所 一种发动机大油门评估方法及装置

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DE102005001498B4 (de) * 2005-01-12 2007-02-08 Siemens Ag Verfahren und Vorrichtung zum Steuern eines Injektors
JP4743030B2 (ja) * 2006-07-07 2011-08-10 株式会社デンソー ディーゼル機関用燃料噴射制御装置
US7552717B2 (en) * 2007-08-07 2009-06-30 Delphi Technologies, Inc. Fuel injector and method for controlling fuel injectors
DE102007050026B4 (de) * 2007-10-17 2021-09-30 Robert Bosch Gmbh Verfahren und Vorrichtung zum Überwachen von Steuer- und Regelkreisen in einem Motorsystem
KR101033323B1 (ko) * 2008-11-27 2011-05-09 현대자동차주식회사 커먼레일 디젤 엔진의 연료량 제어 장치 및 방법
DE102009051137A1 (de) * 2009-06-26 2011-01-05 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben eines Verbrennungsmotors
DE102009045307A1 (de) * 2009-10-02 2011-04-07 Robert Bosch Gmbh Verfahren und Steuergerät zum Betreiben eines Ventils
DE102010043989B4 (de) * 2010-11-16 2020-06-25 Continental Automotive Gmbh Adaptionsverfahren eines Injektors einer Brennkraftmaschine
JP5829954B2 (ja) * 2012-03-09 2015-12-09 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
FI124888B (fi) * 2013-06-04 2015-03-13 Ponsse Oyj Menetelmä ja järjestely punnitusjärjestelmässä sekä vastaava ohjelmistotuote ja materiaalinkäsittelykone
CN103670862B (zh) * 2013-12-25 2015-12-09 天津理工大学 一种基于at89c52单片机的柴油机喷油定时检测方法
DE102015214589B4 (de) * 2015-07-31 2017-02-09 Continental Automotive Gmbh Verfahren zur Plausibilisierung der Funktion eines Drucksensors
IT201800005765A1 (it) * 2018-05-28 2019-11-28 Metodo per determinare un tempo di apertura di un iniettore elettromagnetico di carburante
CN109469572B (zh) * 2018-11-07 2020-10-23 河南柴油机重工有限责任公司 一种发动机动态喷油提前角不解体检测方法
JP7155947B2 (ja) * 2018-11-28 2022-10-19 マツダ株式会社 エンジンの制御方法
JP7111064B2 (ja) * 2019-06-11 2022-08-02 トヨタ自動車株式会社 Ｃｏ２回収システム

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FR2917462A1 (fr) * 2007-06-12 2008-12-19 Renault Sas Procede de correction des derives des injecteurs d'un moteur
WO2009092474A1 (de) * 2008-01-22 2009-07-30 Continental Automotive Gmbh Verfahren und vorrichtung zum anpassen einer einspritzcharakteristik
US8374770B2 (en) 2008-01-22 2013-02-12 Continental Automotive Gmbh Method and device for adapting an injection characteristic curve
CN103967677A (zh) * 2014-05-09 2014-08-06 无锡职业技术学院 柴油机燃油系统循环喷油量电控式测试装置及测试方法
CN103967677B (zh) * 2014-05-09 2016-04-20 无锡职业技术学院 柴油机燃油系统循环喷油量电控式测试装置及测试方法
FR3055665A1 (fr) * 2016-09-02 2018-03-09 Peugeot Citroen Automobiles Sa Procede d’execution d’un recalage d’injecteur de carburant dans un moteur a combustion interne
CN112943500A (zh) * 2021-03-11 2021-06-11 西华大学 模拟高原环境对航空活塞发动机喷雾特性影响的装置和方法
CN114544180A (zh) * 2021-12-29 2022-05-27 中国航空工业集团公司沈阳飞机设计研究所 一种发动机大油门评估方法及装置

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EP1705355B1 (de) 2008-02-20
US7269500B2 (en) 2007-09-11
DE602005004892D1 (de) 2008-04-03
JP2006275046A (ja) 2006-10-12
ATE386877T1 (de) 2008-03-15
DE602005004892T2 (de) 2009-03-05
JP4774516B2 (ja) 2011-09-14

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