EP1716330B1 - Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne - Google Patents

Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne Download PDF

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Publication number
EP1716330B1
EP1716330B1 EP05701629A EP05701629A EP1716330B1 EP 1716330 B1 EP1716330 B1 EP 1716330B1 EP 05701629 A EP05701629 A EP 05701629A EP 05701629 A EP05701629 A EP 05701629A EP 1716330 B1 EP1716330 B1 EP 1716330B1
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EP
European Patent Office
Prior art keywords
injection
combustion engine
internal combustion
adaptation
differences
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.)
Revoked
Application number
EP05701629A
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German (de)
English (en)
Other versions
EP1716330A1 (fr
Inventor
Roland Dietl
Oliver Kastner
Hans-Peter Rabl
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.)
Continental Automotive GmbH
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Continental Automotive GmbH
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Publication date
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Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP1716330A1 publication Critical patent/EP1716330A1/fr
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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
    • F02D41/24—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
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/12—Timing of calculation, i.e. specific timing aspects when calculation or updating of engine parameter is performed
    • 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
    • F02D41/24—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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • 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
    • F02D41/405—Multiple injections with post injections

Definitions

  • the invention relates to a method for equalizing the injection quantity differences between the cylinders of an internal combustion engine according to the preamble of claim 1, such as in the document US 4,590,907 A is described.
  • the invention has for its object to provide a method of the type mentioned above, that allows to determine the actual, injection-parameter-dependent systematic error with respect to the injection quantities, the hydraulic injection start and the course of injection in terms of a cylinder equalization in a simple manner.
  • the method for equalizing the injection quantity differences between the cylinders of an internal combustion engine is carried out for at least one selected injection parameter, an adaptation of the injection quantity differences.
  • the internal combustion engine is at a selected operating point. It is important to ensure that the dynamics of the selected operating point is limited during the adaptation, as a modified injection parameter value otherwise expressed in a not injected by the driver of the vehicle deceleration or acceleration, at least in a new operating point, ie transient conditions during the adaptation would.
  • the injection quantity differences for the selected operating point are determined and learned as adaptation values associated with the respective injection parameter value.
  • care must be taken that the selected operating point remains substantially stationary.
  • the second or further injection parameters are controlled here as auxiliary quantities such that the driver does not notice anything of the adaptation process. Since a few piston strokes are sufficient for adaptation, the engine control can easily be adjusted so that the driver can not cancel the stationary conditions during the critical adaptation phase, or only when exceeding a threshold in the demanded by the driver on the gas desired performance.
  • the learned adaptation values are used to calculate cylinder-specific correction factors with which, for example in the course of a running disturbance regulation, during the adaptation process and the driving operation, a control parameter of an injection device of the internal combustion engine is applied such that an equalization of the injection quantities, the hydraulic injection start and the course of the injection takes place.
  • the injection device for each cylinder is formed by an injector with a piezoelectric actuator, wherein the drive time, the drive time and / or the charging time duration are used as drive parameters as drive parameters. It is thus possible, in particular for different values of the injection pressure, to carry out an adaptation of the valve lift necessary for equality.
  • the inventive method also opens up the possibility that the absolute value of the associated injection quantity is determined at the stationary operating point set for adaptation with equivalent injection quantities from a stored torque model of the internal combustion engine.
  • a diagnosis of the absolute value of the injection quantity is precisely for the diagnosis of small injection quantities, which are in the range of a few milligrams, crucial for compliance with the adjacent exhaust emission.
  • an initialization phase 2 is provided in the next step in which the adaptation data values stored in an earlier control cycle are loaded into an engine control unit (not shown).
  • the initialization of a new control cycle can be carried out both after each startup of the internal combustion engine, as well as after certain predetermined time or maintenance intervals.
  • the activation conditions are checked in a passive control step 3.
  • the aim is to wait until the preferred operating conditions for adaptation to certain injection parameter values have been reached. These include, for example, the load, the speed or the cooling water temperature. The must If necessary, the motor control can be changed so that in the subsequent adaptation, the dynamics of the temporal changes of the selected for performing the adaptation cycle operating point is limited.
  • the actual active control cycle 4 is started.
  • the engine operating state associated injection parameter 5 a control 6 of the drive time and charging time is performed.
  • the injection quantities of the individual injectors of the internal combustion engine are matched to one another at a specific operating point, and the actuator signals of the various injectors take place at the same time.
  • the given injection parameter values are used to deduce an injection quantity known from the torque model, which must be given in accordance with the achieved torque.
  • step 7 adaptive of the control parameters
  • further injection parameters or injection parameter sets i are loaded and control 6 is carried out for each with a determination of the injection quantity differences present at the set value of the selected injection parameter or with equality by corresponding correction factor for a control parameter.
  • a suitable control parameter such as, for example, the activation duration applied to the actuator and the charging time duration, are selected.
  • the resulting adaptation values become the injection parameter set, ie primarily the injection parameter, such as, for example, injection pressure and injection duration, whose influence on the injection quantity differences is to be held, assigned and stored, so that they can be retrieved later, during driving for direct injection quantity equalization without control cycle.
  • a sufficient number of interpolation points typically 5 to 10
  • FIG. 2 shows the adjustment made in step 6 of the actuator signals by changing the drive time and charging period.
  • FIGS. 2A to C show in the upper area two control signals of two injectors. The drive signals have been superimposed on each other for better representability.
  • the bottom section shows the valve strokes of the corresponding injectors.
  • the injectors are controlled with identical control signals.
  • the first injector receives the drive signal 10, the second injector the drive signal 11.
  • Each drive signal consists of an upwardly directed charge signal (triangular) 10 'or 11' and a downward discharge signal 10 "or 11" (triangular), the begins at t 1 and ends at t 2 .
  • the charge durations of 10 'and 11' and the discharge durations of 10 "and 11" are identical.
  • the period between the end of the charge and the beginning of the discharge is for all FIGS. 2A to 2C unchanged (range between t 2 and t 3 ). Due to manufacturing tolerances cause the same drive signals 10 and 11 different valve lifts at the injectors as in the signals 13 and 14 to recognize is.
  • the valve lift 13 corresponds to the first injector and the valve lift 14 corresponds to the second injector.
  • the actuator of the first injector Upon reaching the maximum needle stroke (needle stop of the nozzle needle), the actuator of the first injector generates an actuator signal S1 at the time of about 1.3 time units.
  • the actuator of the second injector generates an actuator signal S2 at about 1.4 time units.
  • the valve of the second injector is raised less than that of the first injector, despite the same drive signals.
  • the valve of the second injector is raised only at the time t 2 , which is done much earlier in the first injector (t ' 1 ). This delay is caused by the larger idle stroke of the second injector.
  • the drive signal of the second injector 11 is changed slightly, in which the charging time is extended and the driving time. This is achieved by leaving the end of the charging time unchanged at t 2 .
  • the activation duration consists of the charging time period (charging time duration and discharge time duration) and the time period between the two signals.
  • the early start of the charging process leads to an earlier overcoming of the idle stroke and thus to a faster actuation of the valve.
  • the longer charge causes an increase in the maximum valve lift (from 16 to 16 '), ie from 40 ⁇ m to over 50 ⁇ m, as in the FIGS. 2A and 2B is shown.
  • the actuator signal S2 shifts to an earlier time, so that the actuator signals S1 and S2 are now closer to each other than in FIG. 2A ,
  • This simultaneity means that the actuator signal of the first injector is at a specific crankshaft angle of the piston relative to the upper dead angle of the piston and correspondingly the actuator signal of the second injector takes place at the same crankshaft angle relative to its top dead center of the piston.
  • each control cycle 6 the last stored adaptation values or correction factors are overwritten by the newly determined, whereby in particular the aging phenomena of the injection device that have occurred in the meantime, which possibly lead to changed variations with regard to the injection quantities into the different combustion chambers, are taken into account.

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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)

Claims (7)

  1. Procédé d'égalisation des écarts de quantités d'injection entre les cylindres d'un moteur à combustion interne, dans lequel, pour divers points de fonctionnement du moteur à combustion interne, une adaptation des écarts de quantités d'injection est effectuée pour au moins un paramètre d'injection choisi et, pour le point de fonctionnement choisi, les écarts de quantités d'injection sont déterminées et qualifiées comme valeurs d'adaptation (étape 6), qui sont affectées à la valeur respective du paramètre d'injection, caractérisé en ce que, pendant l'adaptation, la dynamique d'un point de fonctionnement choisi est limitée (étape 3) et en ce que, pour limiter la dynamique, le paramètre d'injection est réglé de sorte que le point de fonctionnement choisi reste sensiblement stationnaire, dans lequel les valeurs d'adaptation qualifiées servent au calcul de facteurs de correction individuels des cylindres, avec lesquels au moins un paramètre de commande d'un dispositif d'injection du moteur à combustion interne est appliqué de manière à effectuer une égalisation des quantités d'injection, des déroulements de l'injection et du début de l'injection hydraulique.
  2. Procédé selon la revendication 1, caractérisé en ce que le dispositif d'injection pour chaque cylindre est formé d'un injecteur avec un actionneur piézoélectrique, dans lequel on utilise comme paramètre de commande la durée de la commande, le moment de la commande et/ou la durée de charge.
  3. Procédé selon la revendication 2, caractérisé en ce que, pour chaque cylindre, le début (t3) de la décharge de l'actionneur piézoélectrique correspondant s'effectue au même angle de vilebrequin par rapport au point mort haut du piston correspondant du moteur à combustion interne.
  4. Procédé selon au moins l'une quelconque des revendications 2 ou 3, caractérisé en ce que, pour chaque cylindre, la fin (t2) de la charge de l'actionneur piézoélectrique correspondant s'effectue au même angle de vilebrequin par rapport au point mort haut du piston correspondant du moteur à combustion interne.
  5. Procédé selon au moins l'une quelconque des revendications précédentes, caractérisé en ce que les durées de décharge (10", 11") sont les mêmes pour tous les actionneurs.
  6. Procédé selon au moins l'une quelconque des revendications 2 à 5, caractérisé en ce que le début et la durée de la charge de l'actionneur piézoélectrique sont réglés de sorte que le signal produit (S1, S2) par l'actionneur pour chaque injecteur s'effectue au même angle de vilebrequin par rapport au point mort haut du piston correspondant du moteur à combustion interne.
  7. Procédé selon au moins l'une quelconque des revendications précédentes, caractérisé en ce que le point de fonctionnement choisi se situe dans une plage de charge à vide, de charge partielle ou de pleine charge.
EP05701629A 2004-02-09 2005-02-01 Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne Revoked EP1716330B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004006294A DE102004006294B3 (de) 2004-02-09 2004-02-09 Verfahren zur Gleichstellung der Einspritzmengenunterschiede zwischen den Zylindern einer Brennkraftmaschine
PCT/EP2005/050407 WO2005075806A1 (fr) 2004-02-09 2005-02-01 Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1716330A1 EP1716330A1 (fr) 2006-11-02
EP1716330B1 true EP1716330B1 (fr) 2010-07-21

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EP05701629A Revoked EP1716330B1 (fr) 2004-02-09 2005-02-01 Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne

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Country Link
US (1) US7319930B2 (fr)
EP (1) EP1716330B1 (fr)
DE (2) DE102004006294B3 (fr)
WO (1) WO2005075806A1 (fr)

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Publication number Publication date
DE102004006294B3 (de) 2005-10-13
EP1716330A1 (fr) 2006-11-02
US7319930B2 (en) 2008-01-15
WO2005075806A1 (fr) 2005-08-18
DE502005009951D1 (de) 2010-09-02
US20070162215A1 (en) 2007-07-12

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