EP1741910A1 - Procédé et dispositif de commande d'un moteur à combustion interne - Google Patents

Procédé et dispositif de commande d'un moteur à combustion interne Download PDF

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Publication number
EP1741910A1
EP1741910A1 EP06116340A EP06116340A EP1741910A1 EP 1741910 A1 EP1741910 A1 EP 1741910A1 EP 06116340 A EP06116340 A EP 06116340A EP 06116340 A EP06116340 A EP 06116340A EP 1741910 A1 EP1741910 A1 EP 1741910A1
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EP
European Patent Office
Prior art keywords
values
internal combustion
combustion engine
controller
learning
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.)
Ceased
Application number
EP06116340A
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German (de)
English (en)
Inventor
Peter Skala
Horst Wagner
Ruediger Fehrmann
Joerg Rath
Thomas Farr
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 EP1741910A1 publication Critical patent/EP1741910A1/fr
Ceased legal-status Critical Current

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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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • a method and a device for quantity compensation control in an internal combustion engine are known from DE 33 36 028 known. There, based on a speed signal, a setpoint and an actual value are formed for each cylinder. The individual cylinders are each assigned a controller which, based on the comparison between a cylinder-specific actual value and a common setpoint, predefines a control variable for controlling a quantity-determining actuator. This regulation regulates a variable characterizing the combustion to a common desired value. This achieves equality, the torques provided by the individual cylinders. In particular, rotational speed values and / or torques and / or lambda signals which are assigned to the respective cylinder are considered as variables characterizing the combustion.
  • the controllers associated with the individual cylinders have at least integral behavior.
  • the integral parts are preferably initialized with a fixed value, in particular with the value 0. Starting from this starting value, the integrator values are then determined during operation.
  • the quantity compensation control only reaches its full effectiveness after a short delay time. This results in restarting the engine to quantity errors in the individual cylinders. These quantity errors can cause increased exhaust emissions or
  • learning values are determined on the basis of the output variables of the controller and used for the precontrol of the controllers results in improved fuel metering and thus significantly reduced emissions. This is the case in particular in operating states in which the quantity compensation control is not active or has not yet determined any manipulated variables.
  • pre-control values are determined on the basis of the manipulated variable of the quantity compensation control, which are then used in all operating states for pilot control of the fuel quantity.
  • cylinder-specific learning values are determined and stored as a function of the operating state.
  • the precontrol values are then determined, which are superimposed on the output variables of the controllers in an additive and / or multiplicative manner. In the simplest embodiment, the learned values are taken over directly as pre-control values.
  • the precontrol values and / or variables, on the basis of which the pilot control values are determined are also used to correct an injector amount compensation function.
  • the learning values are used to correct the injector balance and to precontrol the quantity compensation control.
  • the controllers which are assigned to the individual cylinders work together in the sense of a quantity compensation control.
  • the regulators regulate the fuel quantity injected into the individual cylinders to a common value. Since the fuel quantity is often not available as the actual value, a substitute value is used as the actual value.
  • This substitute value such as speed values and / or torques and / or lambda values, are recorded for each cylinder and adjusted to a common value.
  • an injection quantity is preferably used. In this case, the learned values can be used directly as pre-control values.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows a flowchart for clarifying the procedure according to the invention.
  • Fig. 1 the procedure of the invention is illustrated by a block diagram.
  • an actuating element is shown that affects the power output of the internal combustion engine.
  • This is preferably a solenoid valve or a piezoelectric actuator, which influences the amount of fuel to be injected and / or the start of injection.
  • 105 denotes a speed sensor.
  • the speed sensor acts on a setpoint input 110 and an actual value input 115 with a speed signal.
  • the actual value input 115 and the setpoint input 110 act on a first connection point 120 and a second connection point 130. From the connection points 120 and 130, the signal respectively reaches a controller 125 or 135.
  • the controllers 125 and 135 provide a manipulated variable. In particular, these are the fuel quantity to be injected into the respective cylinder.
  • a pilot control 162 and 172 At the input of the node 142 or 152 is the output of a pilot control 162 and 172. At the input of the node 144 and 154 is the output of a Injektormengenaus GmbHsfunktion 164 or 174.
  • the adaptation 160 processes the output variables of the controllers 125 and 135, respectively.
  • each controller 100 is shown.
  • the invention can also be designed such that each controller and thus each cylinder is assigned an actuating element.
  • a first and a second controller are shown.
  • each cylinder of the internal combustion engine is associated with a controller and an actuating element. This means that it is a regulator and an actuator for each cylinder present or one or more controllers form the control signals for the individual cylinders associated adjusting elements.
  • the setpoint input 110 determines, based on the speed N, a setpoint value S for the controllers.
  • the actual value specification 115 determines for each controller, i. H. For each cylinder, a cylinder-individual actual value I. Based on control errors determined in the connection points 120 and 130, the controllers 125 and 135 determine the manipulated variables.
  • the determination of the actual values, the desired values and the regulation by the regulators 125 and 135 is designed such that the torque delivered by the internal combustion engine is the same for the individual cylinders, ie. H. Each cylinder of the internal combustion engine contributes the same torque to the total torque.
  • the scheme is such that all cylinders the same amount of fuel is metered. The control is such that all cylinders are made equal in magnitude to characterize the combustion.
  • the procedure is described below using the example of a cylinder.
  • the procedure can be extended to any number of cylinders.
  • the conversion 140 determines, based on the manipulated variable, the actuation period for the actuator.
  • the control element is designed as a piezoelectric actuator or as a solenoid valve whose drive duration determines the injected fuel quantity.
  • this drive time is corrected by the injector force compensation function 164.
  • This correction compensates deviations of the individual control elements of the various cylinders.
  • the actuator is associated with a memory element, are stored on the data that characterize the actuator.
  • correction values are stored with which the actuation period is to be corrected.
  • a storage element is arranged on the adjusting element, in which only correction values for a few operating points are stored.
  • the injector amount compensation function 164 calculates a correction map for all operating points based on these few operating points. The correction values are selected such that all adjusting elements of the internal combustion engine, for the same control signal, in particular the same control duration, meter the same amount of fuel.
  • This correction value is used to correct the drive signal at node 144.
  • the correction in node 144 is preferably additive. It can also be done multiplicatively.
  • the operating points are preferably defined by the amount of fuel to be injected and the rail pressure. In addition, other operating parameters, such as the speed and / or temperature values, can also be taken into account.
  • the manipulated variable in the junction point 142 is superimposed on a precontrol value which corresponds to the output signal of the precontrol 162.
  • a precontrol value which corresponds to the output signal of the precontrol 162.
  • an additive and / or a multiplicative link takes place in the connection point 142.
  • the precontrol values with which the precontrol takes place are stored in a suitable memory as a function of the operating point in the precontrol 162.
  • the operating points are preferably defined by the fuel quantity to be injected and the rail pressure.
  • other operating parameters such as the speed and / or temperature values, can also be taken into account.
  • the adaptation 160 determines learning values as a function of the operating point. These learning values are then stored in the feedforward control 162 as a function of the operating point and used for precontrol. It is particularly advantageous if the injector amount compensation function uses the same learning values for correcting the stored correction values. This can be realized by supplying the learning values to the precontrol 162 and the injector amount compensation function 164 and storing them in each case. Furthermore, this can be realized in that the pilot control 162 and the injector amount compensation function 164 access a common memory in which the learning values are stored.
  • the Injektormengenaus Dermatatospinal 164 and the feedforward 162 does not correct at the same time with the same correction values or pre-control, since in this case the quantity error would be doubly compensated. While the feedforward control 162 pre-controls the learned values, the injector equalization function 164 validates its values with those determined by the adaptation 160.
  • the adaptation determines learning values which be used for feedforward control of the flow compensation scheme. These learning values characterize the deviation of the individual control elements or of the individual burns in the respective cylinder and correspond to a correction amount which is necessary to achieve an equalization of the cylinders. These correction amounts are stored for each cylinder and the respective operating point in the feedforward control 162. If the operating point is present, the output signal of the controller is corrected with this correction quantity. This correction is also possible in operating states in which no quantity compensation regulation takes place. Even in operating states in which no quantity compensation regulation takes place, the fuel quantity is corrected.
  • FIG. 2 shows the determination of the correction values by adaptation 160 in detail.
  • a start 210 in a step 220, it is checked whether predefinable operating states of the internal combustion engine and / or ambient conditions are given, for example, whether a predetermined engine speed, a predetermined ambient temperature, or a desired transmission ratio exist. Furthermore, it is checked whether predetermined stationary cylinder control values are realized. These operating states or environmental states are also referred to as "learning area" for reasons described below. If this is not the case, a return to a node 215 takes place and the check takes place in this loop until the operating conditions and / or ambient conditions are reached. If this is the case, it is checked in a step 230 whether learning values have already been stored. If there are no learning values, in step 240 the correction, also referred to as learning, takes place and the learned learning values are stored. Then, return to step 215 and the procedure starts again.
  • predefinable operating states of the internal combustion engine and / or ambient conditions for example, whether a predetermined
  • step 250 it is checked in step 250 whether the amount of these learning values lies within predefinable threshold values. If this is not the case, an error, such as a defective injector or misfire, is detected in step 260. If this condition is met, then in step 270 the learning value determined in this way is stored as a new learning value. Further, an error is detected when allowable learning limits are reached, that is, the learned quantity correction is too large or too small.
  • the learned values of the quantity compensation control are stored as a function of the operating point and used for precontrol in the quantity compensation control. In contrast to initialization, these values are available not only when starting the internal combustion engine, but in all operating states. As a result, a more accurate fuel metering is possible even in operating states in which the quantity compensation system is not available.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP06116340A 2005-07-01 2006-06-29 Procédé et dispositif de commande d'un moteur à combustion interne Ceased EP1741910A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200510030870 DE102005030870A1 (de) 2005-07-01 2005-07-01 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Publications (1)

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EP1741910A1 true EP1741910A1 (fr) 2007-01-10

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EP06116340A Ceased EP1741910A1 (fr) 2005-07-01 2006-06-29 Procédé et dispositif de commande d'un moteur à combustion interne

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007085501A1 (fr) * 2006-01-20 2007-08-02 Robert Bosch Gmbh Procede et dispositif de commande d'un moteur a combustion interne

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008042104A1 (de) 2008-09-15 2010-03-18 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine
DE102009045314A1 (de) 2009-10-02 2011-04-07 Robert Bosch Gmbh Verfahren zur Überwachung eines Betriebs eines Verbrennungsmotors
DE102011005981B4 (de) 2011-03-23 2022-06-02 Robert Bosch Gmbh Verfahren zum Bestimmen einer Veränderung einer Steuermenge eines Injektors einer Brennkraftmaschine
DE102012206781A1 (de) 2012-04-25 2013-10-31 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5126943A (en) * 1989-06-19 1992-06-30 Japan Electric Control Systems Co., Ltd. Learning-correcting method and apparatus and self-diagnosis method and apparatus in fuel supply control system of internal combustion engine
EP1229230A2 (fr) * 2001-02-05 2002-08-07 Toyota Jidosha Kabushiki Kaisha Appareil pour le contrôle d'un moteur à combustion interne multicylindre et méthode de contrôle
EP1327764A2 (fr) * 2002-01-15 2003-07-16 Denso Corporation Système d'injection de carburant
EP1424475A2 (fr) * 2002-11-28 2004-06-02 HONDA MOTOR CO., Ltd. Dispositif et méthode de commande du mélange air-carburant dans un moteur à combustion interne
DE10338775A1 (de) * 2003-08-23 2005-03-17 Adam Opel Ag Diagnoseeinrichtung für einen Verbrennungsmotor
WO2005075806A1 (fr) * 2004-02-09 2005-08-18 Siemens Aktiengesellschaft Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5126943A (en) * 1989-06-19 1992-06-30 Japan Electric Control Systems Co., Ltd. Learning-correcting method and apparatus and self-diagnosis method and apparatus in fuel supply control system of internal combustion engine
EP1229230A2 (fr) * 2001-02-05 2002-08-07 Toyota Jidosha Kabushiki Kaisha Appareil pour le contrôle d'un moteur à combustion interne multicylindre et méthode de contrôle
EP1327764A2 (fr) * 2002-01-15 2003-07-16 Denso Corporation Système d'injection de carburant
EP1424475A2 (fr) * 2002-11-28 2004-06-02 HONDA MOTOR CO., Ltd. Dispositif et méthode de commande du mélange air-carburant dans un moteur à combustion interne
DE10338775A1 (de) * 2003-08-23 2005-03-17 Adam Opel Ag Diagnoseeinrichtung für einen Verbrennungsmotor
WO2005075806A1 (fr) * 2004-02-09 2005-08-18 Siemens Aktiengesellschaft Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007085501A1 (fr) * 2006-01-20 2007-08-02 Robert Bosch Gmbh Procede et dispositif de commande d'un moteur a combustion interne

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