EP2071165A2 - Méthode et dispositif de fonctionnement d'un moteur à combustion interne - Google Patents

Méthode et dispositif de fonctionnement d'un moteur à combustion interne Download PDF

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Publication number
EP2071165A2
EP2071165A2 EP09154708A EP09154708A EP2071165A2 EP 2071165 A2 EP2071165 A2 EP 2071165A2 EP 09154708 A EP09154708 A EP 09154708A EP 09154708 A EP09154708 A EP 09154708A EP 2071165 A2 EP2071165 A2 EP 2071165A2
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EP
European Patent Office
Prior art keywords
cylinder
cyl
specific
combustion engine
internal combustion
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
EP09154708A
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German (de)
English (en)
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EP2071165A3 (fr
EP2071165B1 (fr
Inventor
Carl-Eike Hofmeister
Michael KÄSBAUER
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Continental Automotive GmbH
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Continental Automotive GmbH
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Publication date
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Publication of EP2071165A3 publication Critical patent/EP2071165A3/fr
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Publication of EP2071165B1 publication Critical patent/EP2071165B1/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
    • F02D41/008—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
    • 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
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • 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
    • F02D41/16—Introducing closed-loop corrections for idling
    • 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

Definitions

  • the invention relates to a method and a device for operating an internal combustion engine.
  • the internal combustion engine comprises at least two cylinders, an intake tract and an exhaust tract.
  • the intake tract and the exhaust tract communicate depending on a switching position of a gas inlet valve or a gas outlet valve, with a combustion chamber of one of the cylinders.
  • the internal combustion engine comprises at least one injection valve and a piston, which is coupled to a crankshaft of the internal combustion engine, for each of the cylinders.
  • the diesel engine includes a crankshaft, a combustion chamber, an injector for injecting fuel into the combustion chamber and an injection pump.
  • the injection pump is driven by the crankshaft and used to pressurize the fuel and deliver the fuel to a nozzle.
  • the diesel engine performs combustion of the fuel for rotating and driving the crankshaft.
  • the apparatus includes means for detecting the rotational speed of the crankshaft and means for controlling the injection pump to adjust the amount of fuel to be injected from the injector into the combustion chamber.
  • the controller controls the injection pump so that the amount of fuel to be discharged from the injection pump to the injector decreases in accordance with an increase in the rotational speed detected by the detector.
  • the apparatus includes first calculating means for calculating a rate of change of the rotational speeds at predetermined rotational phase positions of the crankshaft on the basis of the rotational speed detected by the detecting means. Furthermore, this includes Apparatus for determining an occurrence of the misfire in the diesel engine based on a comparison of the rate of change calculated by the first calculating means with a predetermined reference value. There is provided a second calculating unit for calculating a rate of change of the fuel to be injected from the injector and a means for correcting the reference value used for a determination of the misfire on the basis of the amount of change of the fuel calculated by the second calculating means.
  • the invention is characterized by a method and a device for operating the internal combustion engine.
  • the internal combustion engine comprises the at least two cylinders, the intake tract and the exhaust tract.
  • the intake tract and the exhaust tract communicate with the combustion chamber of one of the cylinders, depending on the switching position of the gas inlet valve or the gas outlet valve.
  • the internal combustion engine to each of the cylinders comprises at least the injection valve and the piston which is coupled to the crankshaft of the internal combustion engine.
  • the current value of the cylinder-specific fuel mass of the cylinders is determined. It is checked if a currently injected cylinder-specific fuel mass of one of the cylinders is too low to check the corresponding cylinder with respect to its cylinder-specific engine speed by the current value of the cylinder-specific injection mass of the corresponding cylinder is compared with the stored reference value of the cylinder-specific injection mass of the corresponding cylinder in the current operating point of the internal combustion engine.
  • the checking of the cylinder-specific engine speed of one of the cylinders is deactivated if the currently injected cylinder-specific fuel mass of the corresponding cylinder is too small or too large to check the corresponding cylinder with respect to the cylinder-specific engine speed.
  • the corresponding cylinder-specific engine speeds should be in a predetermined speed range. It is detected on a faulty operation of one of the cylinders, if the corresponding cylinder-specific engine speed of the corresponding cylinder is outside the predetermined speed range.
  • a difference between the current value of the cylinder-specific injection mass of the corresponding cylinder with the stored reference value of the cylinder-specific injection mass of the corresponding cylinder in the current operating point of the internal combustion engine Value and the stored reference value of the cylinder-specific injection mass of the corresponding cylinder determined.
  • the currently injected fuel mass is classified as too low or too large to check the corresponding cylinder for cylinder-specific engine speed if the difference is greater than a predetermined threshold. This helps to easily and particularly accurately detect the cylinder whose operation is faulty.
  • a difference between the current value and the stored reference value of the cylinder-specific injection mass of the corresponding cylinder is formed.
  • the actual injected fuel mass is then classified as too large or too small depending on a sign and an amount of the difference.
  • the cylinder-specific engine speeds of the cylinders are determined depending on a position of the crankshaft to check the rough running of the internal combustion engine. It is checked whether the cylinder-specific engine speeds of all cylinders are each within a predetermined speed range. On the error-free operation of the internal combustion engine with respect to the rough running is detected if all cylinder-specific engine speeds are within the predetermined speed range. This helps to precisely classify the error-free operation of the internal combustion engine.
  • the rough running of the internal combustion engine is only checked when the internal combustion engine is operated at idle, when there is no driver's request, when no gear is engaged and / or if no additional consumer of the internal combustion engine active is. This helps to check the operation of the internal combustion engine very precisely.
  • the advantageous embodiments of the method can be readily transferred to advantageous embodiments of the devices.
  • An internal combustion engine comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the intake tract 1 preferably comprises a throttle valve 5, a collector 6 and an intake manifold 7 which leads to a first cylinder Z1 via an intake passage into a combustion chamber 9 of the engine block 2 is guided.
  • the engine block 2 comprises a crankshaft 8, which is coupled via a connecting rod 10 to the piston 11 of the first cylinder Z1.
  • the internal combustion engine comprises, in addition to the first cylinder Z1, at least one second one Cylinder Z2, but preferably other cylinders Z1-Z4. However, the internal combustion engine may also comprise any desired larger number of cylinders Z1-Z4.
  • the internal combustion engine is preferably arranged in a motor vehicle.
  • an injection valve 18 is preferably arranged in the intake manifold 7.
  • the internal combustion engine may be a diesel internal combustion engine or a gasoline internal combustion engine. If the internal combustion engine is a gasoline internal combustion engine, it preferably has a spark plug, which is arranged so that it projects into the combustion chamber 9 of the internal combustion engine.
  • an exhaust gas catalyst 21 is preferably arranged, which is preferably designed as a three-way catalyst.
  • a control device 25 is provided, which is associated with sensors which detect different measured variables and in each case determine the measured value of the measured variable.
  • the control device 25 determines depending on at least one of the measured variables operating variables that are used to operate the internal combustion engine, and / or control variables, which are then converted into one or more control signals for controlling the actuators by means of corresponding actuators.
  • the control device 25 may also be referred to as a device for controlling the internal combustion engine.
  • the sensors are, for example, a pedal position sensor 26 that detects an accelerator pedal position of an accelerator pedal 27, an air mass sensor 28 that detects an air mass flow upstream of the throttle 5, a throttle position sensor 30 that detects an opening degree of the throttle 5, a temperature sensor 32 that detects an intake air temperature, a Saugrohr horrsensor 34 which detects an intake manifold pressure in the collector 6 and / or a crankshaft angle sensor 36 which detects a crankshaft angle, which is then assigned a speed of the internal combustion engine.
  • a pedal position sensor 26 that detects an accelerator pedal position of an accelerator pedal 27, an air mass sensor 28 that detects an air mass flow upstream of the throttle 5, a throttle position sensor 30 that detects an opening degree of the throttle 5, a temperature sensor 32 that detects an intake air temperature, a Saugrohr horrsensor 34 which detects an intake manifold pressure in the collector 6 and / or a crankshaft angle sensor 36 which detects a crankshaft angle, which is then assigned a speed of the internal combustion engine.
  • any subset of said sensors may be present, or additional sensors may be present.
  • the actuators are, for example, the throttle valve 5, the gas inlet and gas outlet valves 12, 13 and / or the injection valve 18th
  • a sufficiently low running noise ER of the internal combustion engine can be classified, for example, by virtue of the fact that cylinder-specific engine speeds N_CYL of the individual cylinders Z1-Z4 are all within a predetermined speed range N_RNG ( FIG. 2 . FIG. 5 ).
  • the specification of the speed range N_RNG can in this context mean that the speed range N_RNG is specified absolutely or that the speed range N_RNG is relatively predetermined by one of the cylinder-specific engine speeds N_CYL.
  • cylinder-specific engine speeds N_CYL are in the relatively predetermined speed range N_RNG by checking whether a change in the cylinder-specific engine speed N_CYL from one cylinder Z1-Z4 to a next one of the cylinders Z1-Z4 is less than a predetermined change threshold value ,
  • the cylinder-specific engine speed N_CYL of one of the cylinders Z1-Z4 can be determined, for example, by measuring the time required for the crankshaft 8 to sweep over the corresponding cylinder segment of the crankshaft 8.
  • the cylinder segment of the crankshaft 8 in this context is preferably an angular range of the crankshaft 8 between the top dead center of a given cylinder Z1-Z4 and the top dead center of the following cylinder Z1-Z4.
  • the rough running ER can be determined by, for example, in a mathematical development of the total engine speed of the internal combustion engine, the higher powers, for example from the third power, the mathematical development are considered.
  • a reference value MF_CYL_REF of the cylinder-specific injection mass can thus vary from cylinder Z1-Z4 to cylinder Z1-Z4 in order to produce cylinder-specific engine speeds N_CYL within the predetermined speed range N_RNG.
  • the uneven running ER is too great, then, for example, at least one of the cylinder-specific engine speeds N_CYL is outside the predetermined speed range N_RNG and thus deviates greatly from the other cylinder-specific engine speeds N_CYL.
  • the second cylinder Z2 or a fourth cylinder Z4 of the internal combustion engine can have caused a misfire since the combustion process in the corresponding cylinder Z1-Z4 has not taken place or has not supplied sufficient energy, so that the corresponding Cylinder Z1-Z4 has no sufficiently high cylinder-specific engine speed N_CYL.
  • the excessive running noise ER can also be caused by the fact that the combustion process in one of the cylinders Z1-Z4 has delivered too much energy, for example due to an excessive injected fuel mass. This then leads to a cylinder-specific engine speed N_CYL which is too high, which then likewise lies outside the predetermined speed range N_RNG and thus deviates greatly from the other cylinder-specific engine speeds N_CYL.
  • a current value MF_CYL_AV of the cylinder-specific injection mass is preferably determined in the faulty operation of the internal combustion engine with respect to the uneven running ER.
  • the current value MF_CYL_AV of FIG cylinder-specific injection mass compared with the reference value MF_CYL_REF the cylinder-specific injection mass in the same operating point of the internal combustion engine. For example, a difference between the current value MF_CYL_AV of the cylinder-specific injection mass and the reference value MF_CYL_REF of the cylinder-specific injection mass can be determined.
  • the corresponding cylinder Z1-Z4 can be excluded from the check with respect to the uneven running ER, in particular with respect to the corresponding cylinder-specific engine speed N_CYL.
  • the checking of the corresponding cylinder Z1-Z4 with respect to the cylinder-specific engine speed N_CYL can be deactivated DEACT.
  • the difference can be determined, for example, by forming a difference MF_DIF between the current value MF_CYL_AV of the cylinder-specific injection mass and the reference value MF_CYL_REF of the cylinder-specific injection mass.
  • the injected fuel mass may then be classified as too low or too large if an amount of the difference MF_DIF is greater than the predetermined threshold.
  • the reference value MF_CYL_REF of the cylinder-specific injection mass can be subtracted from the current value MF_CYL_AV of the cylinder-specific injection mass.
  • the injected fuel mass may be classified as too low if the difference MF_DIF is less than a predetermined lower threshold MF_THD_LOW, and the injected fuel mass may be classified as too large if the difference MF_DIF is greater than a predetermined upper threshold MF_THD_HIGH ( FIG. 5 ).
  • the difference between the current value MF_CYL_AV and the reference value MF_CYL_REF of the cylinder-specific injection mass can be determined by forming a quotient of the current value MF_CYL_AV and the reference value MF_CYL_REF of the cylinder-specific injection mass, in which case the oversized or too small individual cylinder injection mass, for example, by comparison with the value one can be determined.
  • a first program ( FIG. 3 ) is preferably stored on a storage medium of the control device 25.
  • the first program is used to check the running noise ER of the internal combustion engine.
  • the first program is preferably started in a timely manner after an engine start of the internal combustion engine in a step S1 in which variables are initialized if necessary.
  • a step S2 it is checked whether one or more diagnostic conditions DIAG_CDN exist.
  • the diagnostic conditions DIAG_CDN can, for example, an operation of the internal combustion engine idle, a lack of a driver's request, no gear engaged and / or no other activated active vehicle functions that require additional torque of the internal combustion engine. If the condition of the step S2 is not satisfied, the processing is started again in the step S1. If the condition of step S2 is met, the processing is preferably continued in a step S3. In step S3, the cylinder-specific engine speed N_CYL of the cylinders Z1-Z4 is determined as a function of a crankshaft angle of the internal combustion engine.
  • step S4 the rough running ER is determined depending on the cylinder-specific engine speed N_CYL.
  • the first program can be ended.
  • a second or a third program is started depending on the result of checking the rough running ER.
  • the second program ( FIG. 4 ) is preferably stored on the storage medium of the control device 25 and serves to determine and store the reference value MF_CYL_REF of the cylinder-specific injection masses.
  • the second program is preferably started in a step S7 after the termination of the first program in which variables are initialized if necessary.
  • the current value MF_CYL_AV of the cylinder-specific injection mass is determined as a function of a cylinder-specific injection duration TI_CYL.
  • the injection valve 18 is actuated for injecting the fuel mass or, during the cylinder-specific injection duration TI_CYL, the injection valve 18 actually meters the cylinder-specific fuel mass to the corresponding cylinder Z1-Z4.
  • the current value MF_CYL_AV of the cylinder-specific injection mass can also be determined as a function of the cylinder-specific engine speed N_CYL. there can be calculated back from the cylinder-specific engine speed N_CYL, which cylinder-specific injection mass was necessary to cause the cylinder-specific engine speed N_CYL.
  • the reference value MF_CYL_REF of the cylinder-specific injection mass in the current operating point of the internal combustion engine can be assigned to the actual value MF_CYL_AV of the cylinder-specific injection mass.
  • the reference value MF_CYL_REF of the cylinder-specific injection mass is preferably stored on the storage medium of the control device 25.
  • the operating point of the internal combustion engine depends on at least one of the operating variables of the internal combustion engine.
  • steps S11 and S12 are processed as an alternative to step S9.
  • a low-pass filtered current value MF_CYL_FIL of the cylinder-specific injection mass is determined by low-pass filtering the current value MF_CYL_AV of the cylinder-specific injection mass.
  • step S12 the low-pass-filtered current value MF_CYL_FIL of the cylinder-specific injection mass is assigned to the reference value MF_CYL_REF of the cylinder-specific injection mass in the corresponding operating point of the internal combustion engine.
  • the assignment of the low-pass filtered current value MF_CYL_FIL of the cylinder-specific injection mass to the reference value MF_CYL_REF of the cylinder-specific injection mass serves to prevent sudden changes in the actual value MF_CYL_AV of the cylinder-specific injection mass, which can not be based on actual operations in the internal combustion engine, from the reference value MF_CYL_REF of the cylinder-specific injection mass be associated with the corresponding operating point of the internal combustion engine.
  • the second program can be ended.
  • the first program is started with the termination of the second program.
  • the third program ( FIG. 5 ) is preferably stored on the storage medium of the control device 25.
  • the third program is to detect the faulty cylinder Z1-Z4, which has caused the misfire, for example.
  • the third program is preferably started with the termination of the first program.
  • a step S14 the reference value MF_CYL_REF of the cylinder-specific injection mass in the current operating point of the internal combustion engine and the current value MF_CYL_AV of the cylinder-specific injection mass are compared, preferably by determining the difference MF_DIF depending on the current value MF_CYL_AV of the cylinder-specific injection mass and the reference value MF_CYL_REF of the cylinder-specific injection mass, preferably under the calculation rule specified in step S14.
  • step S15 it is checked whether the difference MF_DIF is smaller than the predetermined lower threshold value MF_THD_LOW. If the condition of step S15 is not satisfied, the processing is continued in step S16. If the condition of step S15 is satisfied, the processing is continued in step S17.
  • step S16 the checking CHECK of the corresponding cylinder Z1-Z4 with respect to the cylinder-specific engine speed N_CYL is deactivated DEACT. Further, in step S16, a signal may be generated that is representative of the insufficient injected fuel mass.
  • step S17 it is checked whether the difference MF_DIF is greater than the predetermined upper threshold value MF_THD_HIGH. If the condition of step S17 is not satisfied, the processing is continued in step S19. Is the condition of step S17, the processing is continued in step S18.
  • step S18 the check CHECK of the corresponding cylinder Z1-Z4 with respect to the cylinder-specific engine speed N_CYL is deactivated DEACT. Further, in step S16, a signal may be generated that is representative of the excessive injected fuel mass.
  • step S19 CHECK is checked as to whether the cylinder-specific engine speed N_CYL of the corresponding cylinder Z1-Z4 is within the predetermined speed range N_RNG. If the condition of step S19 is not satisfied, the processing is continued in step S20. If the condition of step S19 is satisfied, the processing is continued in step S21.
  • step S20 an error ERROR of the corresponding cylinder Z1-Z4 with respect to the running trouble ER of the internal combustion engine is detected.
  • step S21 the error-free operation of the cylinder Z1-Z4 with respect to the rough running ER of the internal combustion engine is detected.
  • the third program is preferably ended.
  • the first program is started with the termination of the third program.
  • the invention is not limited to the specified embodiments.
  • the first and / or the second and / or the third program may be implemented together in one program.
  • the fault-free operation of the internal combustion engine with respect to the rough running ER can be determined in an alternative manner, for example by checking the caused by the internal combustion engine Torque.
  • the reference value MF_CYL_REF of the cylinder-specific injection mass can be used for plausibility checking and / or for determining one or more further operating variables of the internal combustion engine.
  • the current value MF_CYL_AV of the cylinder-specific injection mass can also be subtracted from the reference value MF_CYL_REF of the cylinder-specific injection mass, in which case the signs of the difference MF_DIF must be interpreted differently.
  • the first aspect and the second aspect and the associated embodiments can be combined with each other.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP09154708A 2006-03-20 2007-03-19 Méthode et dispositif de fonctionnement d'un moteur à combustion interne Active EP2071165B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006012656A DE102006012656A1 (de) 2006-03-20 2006-03-20 Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
EP07727053A EP1999358A2 (fr) 2006-03-20 2007-03-19 Procédé et dispositif pour faire fonctionner un moteur à combustion interne

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP07727053.6 Division 2007-03-19
EP07727053A Division EP1999358A2 (fr) 2006-03-20 2007-03-19 Procédé et dispositif pour faire fonctionner un moteur à combustion interne

Publications (3)

Publication Number Publication Date
EP2071165A2 true EP2071165A2 (fr) 2009-06-17
EP2071165A3 EP2071165A3 (fr) 2011-03-16
EP2071165B1 EP2071165B1 (fr) 2012-07-11

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EP07727053A Withdrawn EP1999358A2 (fr) 2006-03-20 2007-03-19 Procédé et dispositif pour faire fonctionner un moteur à combustion interne
EP09154708A Active EP2071165B1 (fr) 2006-03-20 2007-03-19 Méthode et dispositif de fonctionnement d'un moteur à combustion interne

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EP07727053A Withdrawn EP1999358A2 (fr) 2006-03-20 2007-03-19 Procédé et dispositif pour faire fonctionner un moteur à combustion interne

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US (1) US7962277B2 (fr)
EP (2) EP1999358A2 (fr)
DE (1) DE102006012656A1 (fr)
WO (1) WO2007107540A2 (fr)

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EP1999358A2 (fr) 2008-12-10
US20090326787A1 (en) 2009-12-31
WO2007107540A2 (fr) 2007-09-27
US7962277B2 (en) 2011-06-14
EP2071165A3 (fr) 2011-03-16
DE102006012656A1 (de) 2007-09-27
WO2007107540A3 (fr) 2008-01-17
EP2071165B1 (fr) 2012-07-11

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