EP1738065A1 - Procede pour commander l'instant de debut d'injection d'une soupape d'injection d'un moteur a combustion interne - Google Patents

Procede pour commander l'instant de debut d'injection d'une soupape d'injection d'un moteur a combustion interne

Info

Publication number
EP1738065A1
EP1738065A1 EP05735676A EP05735676A EP1738065A1 EP 1738065 A1 EP1738065 A1 EP 1738065A1 EP 05735676 A EP05735676 A EP 05735676A EP 05735676 A EP05735676 A EP 05735676A EP 1738065 A1 EP1738065 A1 EP 1738065A1
Authority
EP
European Patent Office
Prior art keywords
injection
internal combustion
combustion engine
calculated
spraying
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.)
Pending
Application number
EP05735676A
Other languages
German (de)
English (en)
Inventor
Johannes Baldauf
Jörg REMELE
Michael Eckstein
Christian Rehm
Martin Schönle
Johannes Kech
Andreas Kunz
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP1738065A1 publication Critical patent/EP1738065A1/fr
Pending 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
    • F02D41/30—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
    • F02D41/401—Controlling injection timing
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged 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
    • F02D41/24—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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for controlling an internal combustion engine in which an injection start is changed via a correction injection start according to the preamble of claim 1.
  • DE 44 46 246 C2 discloses a method for controlling the load acceptance behavior and acceleration behavior of an internal combustion engine with exhaust gas turbochargers. With this method, when a load is switched on, the start of spraying is adjusted early in addition to speed control. The adjustment is made depending on the cylinder Internal pressure or a charge air pressure of the exhaust gas turbocharger. However, the procedure is complex to coordinate and is only designed for transient operating states.
  • a method for controlling an internal combustion engine is also known from DE 199 08 726 C2, in which the start of injection is calculated via a map at least as a function of the actual speed of the internal combustion engine. A correction is also used to improve smoothness. Spray start calculated.
  • the control of the internal combustion engine takes place on the basis of a resulting start of injection, which is formed from the start of injection and the correction start of injection. The method described therein can only be used to a limited extent in a diesel engine.
  • the invention is based on the object of designing a method for controlling an internal combustion engine, here a diesel engine, which is easy to coordinate and takes into account the different operating states of the internal combustion engine.
  • the invention provides that the correction start of spraying is calculated from the deviation of a target air mass from an actual air mass.
  • the target air mass is calculated depending on the actual speed and a target torque.
  • a filtered target torque can alternatively be used.
  • An operating state of the exhaust gas turbocharger e.g. B. a single-charger operation or multi-charger operation.
  • the advantages of the invention are that on air mass deviations, for. B. due to a clogged air filter or a defective waste gate, is reacted specifically. For example, a defective waste gate causes the charge air volume to be too high.
  • the start of spraying is delayed as a reaction. This will make security. significantly improved. In transient operation, an improvement in exhaust gas and load acceptance behavior is also achieved.
  • the start of spraying in an operationally cold internal combustion engine is calculated using a first map.
  • the start of spraying is calculated using a second map.
  • the start of spraying is calculated according to a transition function. This configuration achieves the advantage of a more harmonious transition and thus improved exhaust gas values.
  • 2 shows a block diagram for calculating the resulting start of injection
  • 3 shows a block diagram for calculating the start of injection
  • 4 shows a program flow chart of a subroutine
  • 5 shows a program flow chart of a subroutine.
  • FIG. 1 shows a system diagram of an internal combustion engine 1 with an electronic control unit 4.
  • the fuel is injected via a common rail system.
  • pumps 3 with a suction throttle for delivering the fuel from a fuel tank 2
  • a rail 6 for storing the fuel
  • injectors 7 for injecting the fuel from the rail 6 into the combustion chambers of the internal combustion engine 1.
  • each injector 7 can be used Individual storage must be assigned.
  • the operating mode of the internal combustion engine 1 is regulated by the electronic control unit (ADEC) 4.
  • the electronic control unit 4 contains the usual components of a microcomputer system, for example a microprocessor, I / O modules, buffers and memory modules (EEPROM, 'RAM).
  • the operating data relevant to the operation of the internal combustion engine 1 are applied in characteristic maps / characteristic curves in the memory modules.
  • the electronic control unit 4 uses this to calculate the output variables from the input variables.
  • the following input variables are shown by way of example in FIG. 1: an actual rail pressure pCR, which is measured by means of a rail pressure sensor 5, an actual rotational speed nM (IST) of the internal combustion engine 1, a signal FP for power specification by the operator and an input variable E.
  • the input variable E includes, for example, the charge air pressure of the turbocharger, an intake air temperature and the temperatures of the coolants / lubricants and the fuel.
  • FIG. 1 shows a signal ADV for controlling the suction throttle and an output variable A as the output variables of the electronic control device 4.
  • the output variable A is representative of the other control signals for controlling and regulating the internal combustion engine 1, for example a resultant start of injection SB (RES) and an injection duration SD.
  • FIG. 2 shows a block diagram for calculating the resulting start of injection SB (RES). • the resulting injection start SB (RES) is calculated mainly from the injection start SB and the correction injection start dSB.
  • the start of spraying SB is determined via a calculation of the start of spraying 8.
  • the input variables are the actual speed nM (IST), a target torque MSW, alternatively a filtered target torque MSW (F), a charge air temperature TLL and an intake air temperature TAN.
  • a coolant and oil temperature can also be used.
  • the calculation of the start of injection SB is explained in connection with FIG. 3.
  • the correction start of injection dSB is calculated using a calculation 13 from the deviation dLM of a target air mass LM (SL) from an actual air mass LM (ACT), point B.
  • the actual air mass LM (ACT) is calculated 9 determined by means of the gas equation from the charge air temperature TLL, a charge air pressure pLL and the cylinder volume VZYL.
  • the target air mass LM (SL) is calculated via a map 10 from the actual speed nM (IST) and the target torque MSW, alternatively the filtered target torque MSW (F).
  • a first map 10 or further maps 10 can be selected.
  • the operating state of the exhaust gas turbocharger is to be understood as single-charger operation or multiple-charger operation.
  • a so-called height correction dH is drawn in as a supplement.
  • a variable Fl is calculated from the output pressure pAN via a characteristic curve 11.
  • this is multiplied by a quantity F2.
  • the variable F2 is determined from the actual speed nM (IST) via a characteristic curve 12.
  • the result corresponds to the height correction dH.
  • this can be added to the resulting start of spraying SB (RES). ..
  • FIG. 2 has the following functionality:
  • a deviation from the normal state can be detected from the air mass deviation dLM.
  • the normal state is determined by the manufacturer of the internal combustion engine during test bench tests, for example at an ambient temperature of 25 ° C, a constant actual speed as well as load and an ambient pressure of 1013 hectopascals.
  • a deviation can be caused by a clogged air filter or a defective waste. Gate caused. A defective waste gate causes the charge air volume to be too high. In response to this, the resulting start of spraying SB (RES) is adjusted late.
  • RES start of spraying SB
  • a deviation in the air mass in unsteady operating conditions e.g. B. load change occur.
  • FIG. 3 shows the calculation 8 for calculating the start of injection SB.
  • the essential elements include a first map 14 for calculating a first start of injection SB1, a second map 16 for calculating a second start of injection SB2 and a signal path for determining a variable k.
  • the input variables of the first map 14 and the second map 16 are identical, corresponding to the actual speed nM (IST) and the target torque MSW, alternatively to the filtered target torque MSW (F).
  • the first map 14 is used in a cold-running internal combustion engine, for example at a temperature less than zero degrees Celsius.
  • the second map 16 is used in a warm internal combustion engine, for. B. above 25 degrees Celsius.
  • Temperature TV determines, from which in turn the size k is formed via a characteristic curve 17.
  • coolant temperature and oil temperature can also be used.
  • the virtual temperature TV can be determined here by means of a calculation rule which z. B. from the unpublished German patent application with the file number DE 10 2004 001 913.4 is known.
  • the size k is multiplied at a point A by the second start of injection SB2. At a point C this value k is subtracted from the value 1 and - at a point D the result is multiplied by the first start of spraying SB1.
  • the result of this multiplication is on. added to a point B with the result of the multiplication at point A.
  • the result corresponds to the start of spraying SB.
  • the following transition function is represented by the block diagram in FIG. 3:
  • SB k • SB2 + (1-k) SBl
  • This transition function determines the values of the start of injection SB during the transition from the cold to the warm operating state of the internal combustion engine.
  • FIG. 4 shows a program flow chart for a subroutine for calculating the resulting start of injection SB (RES).
  • the start of spraying SB is read in from a subroutine of start of spraying (FIG. 5).
  • the actual air mass LM (IST) is calculated using the gas equation from • the charge air temperature TLL, the ambient pressure pLL and the cylinder volume VZYL.
  • the target air mass LM (SL) is calculated from the actual speed nM (-IST) and the target torque or the filtered target torque MSW (F).
  • the target air mass LM (SL) with the actual air asse LM (IST) compared, z. B. about quotient formation.
  • the correction spray start dSB is then determined from this air mass deviation dLM, S5.
  • the height correction dH can be calculated at S6.
  • the resulting spray start SB (RES) is calculated from the spray start SB, the correction spray start dSB and the height correction dH, S7. Then the main program is returned to.
  • FIG. 5 shows a program flow chart for a subroutine for calculating the start of spraying SB.
  • the first start of spraying SB1 is determined in accordance with FIG. 3.
  • the quantity k is calculated from the charge air temperature TLL and the intake air temperature TAN.
  • the second start of injection SB2 is calculated accordingly via the second map 16 of FIG. 3.
  • the start of injection SB is calculated according to the following relationship:
  • SB k ⁇ SB2 + (1-k) SBl

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé servant à commander un moteur à combustion interne (1). Selon ce procédé, un début d'injection (SB) est calculé au moins en fonction d'un régime réel (nM(REEL)), un début d'injection correctif est calculé et un début d'injection résultant (SB(RES)) est déterminé à partir du début d'injection (SB) et du début d'injection correctif afin de commander le moteur à combustion interne (1). Le procédé selon l'invention est caractérisé en ce que le début d'injection correctif est calculé à partir de l'écart entre une masse d'air de consigne et une masse d'air réelle.
EP05735676A 2004-04-07 2005-04-05 Procede pour commander l'instant de debut d'injection d'une soupape d'injection d'un moteur a combustion interne Pending EP1738065A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004017052A DE102004017052A1 (de) 2004-04-07 2004-04-07 Verfahren zur Steuerung einer Brennkraftmaschine
PCT/EP2005/003555 WO2005098224A1 (fr) 2004-04-07 2005-04-05 Procede pour commander l'instant de debut d'injection d'une soupape d'injection d'un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1738065A1 true EP1738065A1 (fr) 2007-01-03

Family

ID=34965738

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05735676A Pending EP1738065A1 (fr) 2004-04-07 2005-04-05 Procede pour commander l'instant de debut d'injection d'une soupape d'injection d'un moteur a combustion interne

Country Status (4)

Country Link
US (1) US7293556B2 (fr)
EP (1) EP1738065A1 (fr)
DE (1) DE102004017052A1 (fr)
WO (1) WO2005098224A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005021951A1 (de) * 2005-05-12 2006-11-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102006008356B4 (de) 2006-02-21 2007-11-29 Mtu Friedrichshafen Gmbh Verfahren zur Leistungsbegrenzung einer Brennkraftmaschine
US7856967B2 (en) * 2008-07-17 2010-12-28 Honda Motor Co., Ltd. Method of determining ambient pressure for fuel injection
DE102008036300B3 (de) * 2008-08-04 2010-01-28 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung einer Brennkraftmaschine in V-Anordnung
DE102013000061B4 (de) 2013-01-02 2018-10-11 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
FR3111672B1 (fr) * 2020-06-23 2022-08-12 Psa Automobiles Sa Contrôle de l’avance à l’injection sur un moteur à combustion diesel

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DE68905482T2 (de) * 1989-08-03 1993-06-24 Bosch Gmbh Robert Vorrichtung fuer die regelung einer steuerkenngroesse einer innenbrennkraftmaschine auf einen vorbestimmten wert.
JP2559519B2 (ja) * 1990-03-07 1996-12-04 株式会社日立製作所 エンジン制御装置
DE19646942A1 (de) 1996-11-13 1998-05-14 Bayerische Motoren Werke Ag Kraftstoff-Einspritzvorrichtung für eine luftverdichtende Brennkraftmaschine
DE19740527C2 (de) * 1997-09-15 2001-11-15 Siemens Ag Verfahren zur Steuerung der Kraftstoffeinspritzung bei einer Brennkraftmaschine
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JP2000303894A (ja) * 1999-04-20 2000-10-31 Honda Motor Co Ltd 内燃機関の点火時期制御装置
DE19937139C1 (de) * 1999-08-06 2001-04-05 Mtu Friedrichshafen Gmbh Verfahren und Einrichtung zur Steuerung einer Brennkraftmaschine
JP3823643B2 (ja) * 1999-12-03 2006-09-20 いすゞ自動車株式会社 エンジンの燃料噴射制御装置
JP2001342885A (ja) * 2000-05-31 2001-12-14 Denso Corp 内燃機関の燃料噴射制御装置
DE10148651C1 (de) * 2001-10-02 2003-03-06 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine mit Abgasrückführung und Kraftstoffeinspritzung
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JP4096728B2 (ja) * 2002-12-20 2008-06-04 日産自動車株式会社 エンジン制御装置
DE10321192A1 (de) * 2003-05-12 2004-12-02 Volkswagen Ag Steuerungsverfahren und Steuerung für einen Verbrennungsmotor

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Also Published As

Publication number Publication date
US20070023010A1 (en) 2007-02-01
US7293556B2 (en) 2007-11-13
WO2005098224A1 (fr) 2005-10-20
DE102004017052A1 (de) 2005-11-10

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