EP2142783B1 - 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
EP2142783B1
EP2142783B1 EP08717157.5A EP08717157A EP2142783B1 EP 2142783 B1 EP2142783 B1 EP 2142783B1 EP 08717157 A EP08717157 A EP 08717157A EP 2142783 B1 EP2142783 B1 EP 2142783B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
stochastic
correction
fluctuations
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.)
Not-in-force
Application number
EP08717157.5A
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German (de)
English (en)
Other versions
EP2142783A1 (fr
Inventor
Peter Skala
Herbert Schumacher
Christos Hondros
Michael Scheidt
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
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Robert Bosch GmbH
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Publication date
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Publication of EP2142783A1 publication Critical patent/EP2142783A1/fr
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Publication of EP2142783B1 publication Critical patent/EP2142783B1/fr
Not-in-force 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
    • F02D41/02—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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation

Definitions

  • the invention is based on a method and a device for controlling an internal combustion engine.
  • a device and such a method is for example from the DE 33 36 028 known.
  • a method for controlling an internal combustion engine is described in which, starting from operating parameters, control variables for at least one actuator are specified.
  • each cylinder of the internal combustion engine is assigned a controller which adjusts the torque output by the cylinder to a common desired value.
  • the speed signals are adjusted to a common setpoint.
  • restraint Such an approach is commonly referred to as restraint.
  • a correction value for the fuel quantity of the individual cylinders to be injected is formed.
  • the procedure according to the invention it is possible to recognize such different fuel qualities and react accordingly to these different fuel qualities. According to the invention, it is provided that, based on a variable that characterizes the rough running, the fuel properties are concluded.
  • the size that characterizes the rough running is considered to be a variable caused by stochastic torque fluctuations. According to the invention, it has been recognized that poor fuel qualities cause such stochastic torque fluctuations.
  • a deteriorated smoothness is detected and appropriate countermeasures are introduced.
  • the time at which the injection is changed is changed, that the amount of air that is supplied to the internal combustion engine, that the pressure of the fuel is changed and / or that in a diesel internal combustion engine, an annealing process is initiated.
  • These measures are used individually or in combination.
  • the start of injection is adjusted in the direction of early, the amount of air is corrected in the direction of higher air flow and the rail pressure is adjusted towards larger rail pressures.
  • this corrective action is at least partially canceled when certain states are present, that is to say the correction value is set to zero or the correction value is reduced to a value which is smaller in magnitude.
  • these particular operating conditions are present in particular when, for example, a refueling process has been detected.
  • this withdrawal of the correction values takes place at certain intervals, in particular in certain time intervals or after a certain mileage is withdrawn.
  • Stochastic fluctuations are recognized by the speed increase caused by the combustion in one of the cylinders and / or the difference between successive minima and maxima in the instantaneous speed being evaluated. For evaluation, the difference or the speed increase are normalized.
  • the stochastic fluctuations are characterized by the fact that they do not occur regularly. They usually occur only once for the same cylinder in successive combustion cycles.
  • FIG. 1 a block diagram of a device according to the invention and FIG. 2 and 3 in each case two flow charts to illustrate the procedure according to the invention.
  • FIG. 1 a control of an internal combustion engine is shown in simplified form on the basis of a block diagram.
  • the elements described below are part of an engine control unit.
  • Such an engine control unit processes various signals and controls various actuators in the area of the internal combustion engine.
  • a controller 100 is acted upon by a controller 110 with a drive signal S via a node 105.
  • This controller 110 processes various input signals of various sensors 120 or various variables present in an engine controller. Based on these quantities, the controller 110 predefines the drive signal S, with which the actuator 100 is acted upon.
  • controllers can be a simple controller in which the actuating signal is predetermined based on the input variables. Furthermore, this may also be a regulation, such as a speed control, in which, based on the comparison between an actual value and a desired value, a corresponding manipulated variable S is specified.
  • Such controls are provided for various variables in the field of an internal combustion engine.
  • a controller becomes, for example, the controller the injection timing, the rail pressure, the internal combustion engine supplied amount of air and / or an annealing of a glow plug used.
  • Injection timing control determines the time at which injection begins. This quantity has a significant influence on the fuel burning behavior of a diesel engine.
  • the amount of air that is supplied to the internal combustion engine is specified depending on different sizes and can be adjusted by means of various controllers. As such a controller, for example, an exhaust gas recirculation valve is provided.
  • Another major influence on combustion is the rail pressure, which corresponds to the fuel pressure during metering. In addition to these sizes, other sizes can be controlled in a corresponding manner.
  • a second sensor 130 provides a signal N indicative of random torque fluctuations. Such a signal is provided for example by a speed sensor. This signal reaches a rough-motion detection 140. This rough-motion detection is designed such that it detects stochastic torque fluctuations and outputs a corresponding signal IS to a correction-value determination 150. If such stochastic torque fluctuations detected, the correction value determination 150 is a corresponding correction signal K to the node 105. In the node 105, the signal K and the signal S of the controller 110 is preferably additively linked and then used to control the actuator 100.
  • FIG. 2 A corresponding procedure is in FIG. 2 illustrated by a flow chart.
  • a signal is evaluated which indicates a stochastic torque fluctuation.
  • the signal of a speed sensor is used.
  • incremental wheels with a 6 ° KW resolution are used in the vehicle.
  • On the circumference of a increment wheel 60 minus 2 teeth are arranged.
  • the evaluation evaluates the sequence of these teeth and thereby receives a speed signal with an angular resolution of 6 ° crankshaft.
  • a suitable evaluation eg a segment-synchronous Speed detection, stochastic torque fluctuations are detected from this signal.
  • the query 210 checks whether the intensity IS of these stochastic torque fluctuations are greater than a threshold SW. If this is not the case, then step 200 is repeated. If this is the case, then in step 220 a corresponding reduced fuel quality is detected and corresponding countermeasures are initiated.
  • the quantity IS may also be referred to as a fuel quality index.
  • a correction value K is specified, with which the corresponding manipulated variables are corrected.
  • a new evaluation of the speed signal is performed in step 230 in order to detect corresponding stochastic torque fluctuations.
  • the query 240 again checks whether the intensity IS of these stochastic torque fluctuations is greater than a threshold value. If so, the correction is maintained in step 250. If this is not the case, it is detected in step 260 that the stochastic torque fluctuations are based on a different cause and not on a reduced fuel quality.
  • the stochastic torque fluctuations are detected and, if these exceed a certain level, a correction value K for the correction of a suitable manipulated variable is specified. If this correction of the manipulated variable results in a reduction of the stochastic fluctuations, then the correction values are retained and in the following the manipulated variable is corrected with the corresponding correction value K.
  • the test of whether torque fluctuations are present preferably takes place at idle, since these are recognized there particularly reliably and easily.
  • the correction of the manipulated variables by means of the correction value K is active in all operating states.
  • the correction value K or other variables, from which the correction value is determined, stored in a memory is, which does not lose its content when you turn off the controller, or the internal combustion engine.
  • an EEPROM is used for this purpose.
  • the quantity from which the correction value is determined in particular the intensity IS of the stochastic fluctuations or the fuel quality index are stored. When restarting the engine, these variables are immediately available for controlling the internal combustion engine.
  • a success is recognized, for example, if, after the correction of a manipulated variable, the intensity IS of the stochastic fluctuations is smaller than before the correction.
  • the correction value K is predefined as a function of the threshold value SW and / or that, depending on the threshold value SW, it is also determined which subset of said manipulated variables will be corrected.
  • a plurality of thresholds are provided, which reacts differently when the respective threshold values are exceeded.
  • it can be provided that, depending on the intensity IS of the fluctuations, it is determined which value the correction value assumes or which manipulated variables are corrected.
  • the invention provides that is checked at certain intervals, if this correction is still necessary. For this purpose, it is checked in a step 300 whether a particular condition exists. Thus, for example, it can be checked here whether a specific time condition exists. That is, the review is done at specific intervals. Alternatively, it can also be provided that the check is carried out according to a specific driving performance of the vehicle and / or a specific number of engine revolutions. Furthermore, it can be provided be that the check is performed after each start of the internal combustion engine and / or after each refueling operation. It is particularly advantageous if, after the refueling process, a certain amount of time is left to wait.
  • step 310 an evaluation is carried out in step 310 as to whether stochastic torque fluctuations exist. If the query 320 recognizes that the intensity IS of the fluctuations is greater than a threshold value, then it is detected in step 330 that low-quality fuel continues to be used. On the other hand, if the query 320 recognizes that the intensity of the fluctuations is less than the threshold value SW, it is detected in step 340 that the fuel quality has changed. Therefore, in step 340, the correction values are canceled.
  • the correction values are set zero or reduced by a certain amount or a certain factor.
  • a new evaluation takes place whether fluctuations occur. If the query 360 detects that the intensity of the fluctuations IS is smaller than a threshold value SW, then it is detected in step 370 that the fuel quality is good again. If the query 360 recognizes that the intensity IS of the fluctuations is greater than the threshold value, a new correction is performed in step 380 and it is determined that the fuel quality is still poor.
  • the return of the correction value takes place in one step, ie that the correction value K is set to zero becomes. In one embodiment, it may also be provided that the withdrawal takes place in several steps or with another function.
  • the check on this has improved the fuel quality is preferably carried out at certain intervals or after a certain period of operation of the internal combustion engine and / or a certain driving distance of the vehicle. Furthermore, it can be provided that the check is carried out after each refueling operation, preferably after the refueling process a certain time condition must be fulfilled.
  • the check is made as to whether the fuel quality has improved if at least one of the above conditions is fulfilled.
  • this check is carried out, whether after withdrawal of the corrections again fluctuations occur, preferably only at idle after the conditions, such as refueling, or distance since the last review are met.
  • the determined fuel quality is permanently stored in the engine control in order to be available again at the next engine start.
  • misfires are detected by a misfire detection.
  • the number of detected dropouts is used as the intensity IS of the stochastic fluctuations.
  • a fuel quality ratio can be determined using the procedure described below. This can then be like in FIG. 2 and 3 described instead of the intensity IS of the fluctuations are processed.
  • the intensity IS of the fluctuation can also be referred to as the fuel quality index.
  • Negative values indicate delays. If a predetermined negative threshold is undershot, there is a misfire. This change allows misfire detection throughout the RPM range as well as cylinder assignment.
  • a mean acceleration becomes a mean difference dn k formed over the past work cycle and deducted from the current value dnk. Loss is detected when the value thus formed falls below a certain negative threshold.
  • a cylinder assignment is carried out either according to the in the DE 102006018958 described method or by displacement and subsampling. Dropouts are detected by means of a threshold underflow.
  • stochastic fluctuations can be detected based on regulations that perform a cylinder equalization.
  • the presence of stochastic torque fluctuations is recognized by the fact that the control deviation can not be controlled to 0, but permanent cylinder-specific fluctuations in the control deviation are present.
  • a statistical analysis of the control deviations of all cylinders is a measure of stochastic torque fluctuations. Stochastic dropouts can not be assigned to each cylinder individually, but for large fluctuation values in the statistics.

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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)

Claims (8)

  1. Procédé de commande d'un moteur à combustion interne, dans lequel à partir de grandeurs caractéristiques de fonctionnement, des grandeurs de commande sont prédéfinies pour au moins un dispositif de réglage (100), une grandeur caractérisant un trouble de fonctionnement étant calculée, dans lequel on déduit les propriétés de carburant à partir de la grandeur caractérisant le trouble de fonctionnement, caractérisé en ce qu'une mauvaise qualité de carburant est reconnue lorsque l'intensité des oscillations de couple de rotation stochastiques est supérieure à une valeur seuil.
  2. Procédé selon la revendication 1, caractérisé en ce qu'un nombre caractéristique de qualité de carburant est calculé à partir de l'intensité des oscillations de couple de rotation stochastiques.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce qu'au moins une grandeur de commande est corrigée lorsqu'une mauvaise qualité de carburant est reconnue.
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que lorsque l'intensité des oscillations de couple de rotation stochastique est supérieure à la valeur seuil, le nombre caractéristique de qualité de carburant ou des grandeurs supplémentaires sont mémorisés de façon permanente.
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la correction est au moins en partie reprise en présence d'états déterminés.
  6. Procédé selon la revendication 5, caractérisé en ce que les états déterminés sont présents lorsque le moteur à combustion interne est démarré et/ou qu'un processus de remplissage de réservoir est détecté.
  7. Procédé selon la revendication 5, caractérisé en ce que la correction est au moins en partie reprise à des intervalles définis.
  8. Dispositif de commande d'un moteur à combustion interne, dans lequel à partir de grandeurs caractéristiques de fonctionnement, des grandeurs de commande sont prédéfinies pour au moins un dispositif de réglage (100) et la grandeur caractérisant un trouble de fonctionnement étant calculée, dans lequel on déduit les propriétés de carburant à partir de la grandeur caractérisant le trouble de fonctionnement, caractérisé en ce qu'on prévoit des moyens permettant de déduire les propriétés de carburant à partir de la grandeur caractérisant le trouble de fonctionnement et de reconnaître une mauvaise qualité de carburant lorsque l'intensité des oscillations de couple de rotation stochastiques est supérieure à une valeur seuil.
EP08717157.5A 2007-04-26 2008-02-27 Procédé et dispositif de commande d'un moteur à combustion interne Not-in-force EP2142783B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007019641A DE102007019641A1 (de) 2007-04-26 2007-04-26 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
PCT/EP2008/052349 WO2008131978A1 (fr) 2007-04-26 2008-02-27 Procédé et dispositif de commande d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2142783A1 EP2142783A1 (fr) 2010-01-13
EP2142783B1 true EP2142783B1 (fr) 2015-10-28

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EP08717157.5A Not-in-force EP2142783B1 (fr) 2007-04-26 2008-02-27 Procédé et dispositif de commande d'un moteur à combustion interne

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US (1) US20090319152A1 (fr)
EP (1) EP2142783B1 (fr)
JP (1) JP2010525227A (fr)
DE (1) DE102007019641A1 (fr)
WO (1) WO2008131978A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008001984A1 (de) 2008-05-26 2009-12-03 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102009018081B4 (de) * 2009-04-20 2011-01-13 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
JP5120468B2 (ja) * 2011-01-11 2013-01-16 トヨタ自動車株式会社 多気筒内燃機関の異常判定装置
US9303580B2 (en) * 2012-10-26 2016-04-05 Ford Global Technologies, Llc Detection of diesel fuel gelling

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3111988C2 (de) * 1980-03-28 1985-05-30 Nissan Motor Co., Ltd., Yokohama, Kanagawa Vorrichtung und Verfahren zur Vermeidung von Motorklopfen bei Brennkraftmaschinen durch Regelung des Zündzeitpunktes
DE3336028C3 (de) 1983-10-04 1997-04-03 Bosch Gmbh Robert Einrichtung zur Beeinflussung von Steuergrößen einer Brennkraftmaschine
US4708113A (en) * 1984-09-28 1987-11-24 Toyota Jidosha Kabushiki Kaisha Method of discriminating octane number of fuel for motor vehicle
JP2530625B2 (ja) * 1986-09-09 1996-09-04 シチズン時計株式会社 複合表示式電子時計
JPS6375361A (ja) * 1986-09-16 1988-04-05 Toyota Motor Corp デイ−ゼルエンジンのグロ−プラグ通電制御方法
JPH0633724B2 (ja) * 1988-08-15 1994-05-02 マツダ株式会社 エンジンの制御装置
JP3242400B2 (ja) * 1990-08-11 2001-12-25 本田技研工業株式会社 内燃機関の点火時期制御装置
JP2844418B2 (ja) * 1993-12-30 1999-01-06 本田技研工業株式会社 内燃機関の点火時期制御装置
EP1143134B1 (fr) * 1998-12-24 2012-08-08 Toyota Jidosha Kabushiki Kaisha Detecteur de la puissance de sortie d'un moteur a combustion interne
EP1223326B1 (fr) * 2001-01-11 2006-03-15 Volkswagen Aktiengesellschaft Méthode de commande de la quantité de carburant injectée pendant le démarrage et de détermination de la qualité du carburant
JP3557615B2 (ja) * 2001-03-26 2004-08-25 トヨタ自動車株式会社 内燃機関の吸気制御装置
DE10221337B4 (de) * 2002-05-08 2010-04-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Korrektur einer Kraftstoffmenge, die einer Brennkraftmaschine zugeführt wird
US6679225B2 (en) * 2002-05-16 2004-01-20 Delphi Technologies, Inc. Compensation for fuel volatility for internal combustion engine start and run
JP4492351B2 (ja) * 2005-01-04 2010-06-30 トヨタ自動車株式会社 デュアル噴射型内燃機関
DE102006018958A1 (de) 2006-04-24 2007-10-25 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine und Steuergerät hierfür

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Publication number Publication date
US20090319152A1 (en) 2009-12-24
EP2142783A1 (fr) 2010-01-13
WO2008131978A1 (fr) 2008-11-06
JP2010525227A (ja) 2010-07-22
DE102007019641A1 (de) 2008-10-30

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