EP2518297A2 - Détermination et limitation d'un décalage d'une quantité d'injection dans un moteur à combustion interne doté de plusieurs cylindres - Google Patents

Détermination et limitation d'un décalage d'une quantité d'injection dans un moteur à combustion interne doté de plusieurs cylindres Download PDF

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Publication number
EP2518297A2
EP2518297A2 EP12001303A EP12001303A EP2518297A2 EP 2518297 A2 EP2518297 A2 EP 2518297A2 EP 12001303 A EP12001303 A EP 12001303A EP 12001303 A EP12001303 A EP 12001303A EP 2518297 A2 EP2518297 A2 EP 2518297A2
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EP
European Patent Office
Prior art keywords
pressure
cylinder
pressure values
injection
difference
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
EP12001303A
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German (de)
English (en)
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EP2518297B1 (fr
EP2518297A3 (fr
Inventor
Franz Kallage
Matthias Schultalbers
Olaf Magnor
Andreas Sprysch
Christian Steinbrecher
Martin Schewik
Andreas Berns
Lars Hentschel
Kay Dr. Schintzel
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.)
Volkswagen AG
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Volkswagen AG
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Publication of EP2518297A2 publication Critical patent/EP2518297A2/fr
Publication of EP2518297A3 publication Critical patent/EP2518297A3/fr
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Publication of EP2518297B1 publication Critical patent/EP2518297B1/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
    • 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
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • 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
    • F02D2200/0602—Fuel pressure

Definitions

  • the present invention relates to a method for determining an injection quantity difference in a multi-cylinder internal combustion engine and a corresponding apparatus, and to a method for reducing an injection quantity difference in an internal combustion engine and a corresponding apparatus.
  • the present invention relates to determination and reduction of the injection quantity difference in a common rail engine which routes fuel to injectors of the plurality of cylinders. Injection systems with such a pressure pipe are also referred to as common rail injection systems.
  • each of the cylinders usually contributes a share to the overall engine output.
  • each cylinder contributes an equal share to the overall performance of the engine.
  • emissions in particular particle emissions and CO emissions
  • consumption can be reduced and smoother running can be achieved.
  • Such efforts are known in injection engines under the concept of injection quantity equalization.
  • an internal combustion engine in which terminates fuel injections into corresponding cylinders fuel quantities fourden to avoid torque fluctuations.
  • an actual fuel injection amount is calculated from a change of a fuel pressure in a fuel path before and after an injection to correct the basic injection amount according to the result of the calculation.
  • the internal combustion engine has a fuel output port of a fuel pump which is connected to a fuel injection valve via a fuel path, which preferably has a fuel pressure collecting pipe, which is arranged in common for each cylinder and on the way therebetween.
  • a fuel pressure sensor for detecting a fuel pressure in the fuel path is provided in the fuel pressure collecting pipe. On the basis of the output of the fuel pressure sensor is a change in pressure before and after injection is determined to calculate the actual injection amount and to correct the basic injection amount.
  • the system includes a first analog-to-digital converter for converting a throttle valve output to a digital signal, an amplifier for amplifying the output of the throttle sensor, a second analog-to-digital converter for converting the amplified output to a digital signal, and a gain adjuster for receiving Outputs from one or the other of the analog-digital Waridlers and to skall the received output signal.
  • a correction is provided to the gain of the adjuster, whereby a continuous actual opening degree signal without steps over the entire range of the throttle sensor output is achievable.
  • the object of the present invention is to provide an improved method for equalization of quantities, which in particular has a high system robustness, so that the method also operates reliably, for example in the case of a valve coking or aged valves.
  • this object is achieved by a method for determining an injection quantity difference in a multi-cylinder internal combustion engine
  • Claim 1 a method for reducing an injection quantity difference in a multi-cylinder internal combustion engine according to claim 10, a device for determining an injection quantity difference in a multi-cylinder internal combustion engine according to claim 11 and a vehicle according to claim 13.
  • the dependent claims define preferred and advantageous embodiments of the present invention.
  • the injection amount difference includes a difference between a first injection quantity in a first cylinder of the plurality of cylinders and a second injection quantity in a second cylinder of the plurality of cylinders.
  • the injection amount difference between any two of the four or six cylinders may be determined or the injection amount difference between a reference cylinder and any other cylinder determined.
  • the internal combustion engine further comprises a pressure pipe for supplying fuel to injection valves of at least the first and the second cylinder.
  • the internal combustion engine comprises a common pressure pipe for supplying fuel to the injection valves of all cylinders.
  • An injection with such gen common pressure tube is also referred to as common rail injection.
  • the following is performed: in the respective cylinder, a plurality of chronologically successive first pressure values are detected in the pressure pipe before fuel injection into the cylinder and a plurality of chronologically successive second pressure values in the cylinder Pressure tube detected after the fuel injection in the respective cylinder.
  • the first multiple pressure values are statistically analyzed and the multiple second pressure values are statistically analyzed.
  • a respective differential pressure value is determined for the respective cylinder when the plurality of first pressure values and the plurality of second pressure values satisfy at least a predetermined statistical characteristic.
  • a pressure differential value is determined for each of the first cylinder and the second cylinder, or optionally for each of the plurality of cylinders, if the underlying detected pressure values satisfy predetermined statistical characteristics.
  • the injection amount difference between the first cylinder and the second cylinder is determined.
  • injection quantity differences between other of the plurality of cylinders may be dependent on corresponding ones. Pressure difference values of these cylinders are determined.
  • a pressure difference value is determined for the respective cylinder when the first pressure values and the second pressure values meet certain statistical properties, it can be ensured that only pressure values are taken into account for the determination of the injection quantity difference, which are not or only slightly annoying.
  • a randomized fuel pressure-based injection quantity equalization can work on reliable data, which can increase the robustness of the single-component quantities equally.
  • a first pressure mean value is determined by averaging the plurality of first pressure values and a second pressure mean value by averaging the plurality of second pressure values.
  • the pressure difference value is then determined as a function of the first pressure mean value and the second pressure mean value. Since the pressure difference value is determined only when the first and second pressure values satisfy predetermined statistical characteristics, the pressure difference value can be reliably determined in a simple manner from the average values of the first pressure values and second pressure values. If the pressure values include transient disturbances, for example in the form of signal peaks, for example due to ignition events, the pressure difference value is not determined and the measurement discarded.
  • the pressure difference value is related to the amount of fuel injected into the cylinder and therefore can be used directly for injection quantity equalization.
  • statistically analyzing the plurality of first pressure values comprises determining and analyzing one. Histogram of the first multiple pressure values.
  • statistically analyzing the plurality of second pressure values may include determining and analyzing a histogram of the plurality of second pressure values.
  • the histogram represents a frequency distribution of the plurality of first and second pressure values. The frequency distribution can be used to assess whether transient disturbances or signal peaks, for example due to ignition events, have corrupted the pressure values. For example, the frequency distribution can be checked to see whether it essentially corresponds to a normal distribution or not.
  • the pressure difference can be determined from a difference between an average value of the first pressure values and an average value of the second pressure values. Whether the frequency distribution essentially corresponds to a normal distribution or not, can be determined, for example, based on a variance of the pressure values.
  • the plurality of first and second pressure values for at least the first cylinder and the second cylinder are detected with a common pressure sensor disposed in the common pressure pipe. Moreover, if injection quantity differences are to be determined for all cylinders of the internal combustion engine, the plurality of first and second pressure values for each of the plurality of cylinders may be detected with the common pressure sensor in the common pressure pipe. As a result, a cost-effective implementation of the method with only one common pressure sensor is possible.
  • the pressure sensor provides an electrical analog signal representing a current pressure in the pressure tube.
  • a pressure value of the current pressure is obtained from the electrical analog signal as follows: the electrical analog signal of the pressure sensor is converted into a first digital signal. In response to the first digital signal, an analog offset signal is generated. From the electrical analog signal of the pressure sensor and the offset signal is an analog. Difference signal generated, which is converted into a second digital signal. The pressure value is finally determined in dependence on the first digital signal and the second digital signal.
  • analog-to-digital converter components have only a relatively low resolution of, for example, 8.10 or 12 bits. Such converter modules are available inexpensively, quickly and reliably. To determine the pressure difference values, however, this resolution may not be sufficient.
  • the electrical analog signal of the pressure sensor is first converted to a first digital signal having, for example, a resolution of 8, 10 or 12 bits.
  • the first digital signal is in turn converted into an analog so-called offset signal, which is subtracted for example by means of a differential amplifier of the electrical analog signal of the pressure sensor.
  • the thus obtained analog differential signal can in turn, preferably in an amplified form, another 8, 10 or 12 bit analog-to-digital converter are supplied, which forms the second digital signal from the difference signal.
  • a higher resolution digital signal of, for example, 15 bits can be formed.
  • the electrical analog signal can be detected considerably more accurately than with resolution accuracies customary in the vehicle sector.
  • conventional low-resolution analog-to-digital converters can be used.
  • a cost-effective and very accurate detection of the pressure values is possible.
  • a fuel pressure pump which pumps fuel into the pressure pipe.
  • the fuel pump is controlled so that it does not pump fuel into the pressure tube in a period from a start of detecting the plurality of first pressure values until the end of detection of the plurality of second pressure values.
  • the pressure in the pressure pipe should be changed solely on the basis of the amount of fuel discharged from the injection valve. Accordingly, in the period in which the plurality of first pressure values are detected, the amount of fuel is injected through the injection valve and the plurality of second pressure values are detected, no fuel should be fed into the pressure tube.
  • the injection amount difference includes a difference between a first injection quantity injected into any first cylinder of the plurality of cylinders and a second injection amount injected into another second cylinder of the plurality of cylinders.
  • the internal combustion engine comprises a pressure pipe.
  • an injection amount difference between at least the first cylinder and the second cylinder is determined as described above, and valve timing intervals of the injectors are adjusted depending on the determined injection amount difference. Due to the robust determination of the injection quantity difference between the cylinders, an injection quantity equalization can be performed reliably. Since the predetermined pressure difference values are related to the injection quantities, the injection quantities may be corrected based on the pressure difference values.
  • an apparatus for determining an injection amount difference in a multi-cylinder engine includes a difference between a first injection quantity in a first cylinder of the plurality of cylinders and a second injection quantity in a second cylinder of the plurality of cylinders.
  • the internal combustion engine includes a pressure tube for supplying fuel to injectors of at least the first and second cylinders.
  • the device for determining the injection quantity difference comprises at least one pressure sensor, which is arranged in the pressure tube for detecting fuel pressure values in the pressure tube, and a processing unit which is connected to the at least one pressure sensor is coupled.
  • the processing unit is configured to detect, for at least the first cylinder and the second cylinder, a plurality of temporally successive first pressure values before injection into the respective cylinder with the pressure sensor and to detect a plurality of chronologically successive second pressure values which after injection into the cylinder in the cylinder Pressure tube prevail.
  • the multiple first pressures are statistically analyzed and the multiple second pressures are statistically analyzed.
  • a pressure difference value for the respective cylinder is determined when the plurality of first pressure values and the plurality of second pressure values satisfy a predetermined statistical characteristic determined in the statistical analysis of the first and second pressure values.
  • a pressure difference value can be determined for each of the first cylinder and the second cylinder.
  • the injection amount difference between the first cylinder and the second cylinder is determined depending on the pressure difference value of the first cylinder and the pressure difference value of the second cylinder because the pressure difference value and the injected fuel amount are in proportion to each other.
  • the device described above can be designed to carry out the method described above or one of its embodiments, so that the device also has the advantages listed in connection with the previously described method.
  • Fig. 1 schematically shows an internal combustion engine 1 with four cylinders 2-5, which in each case an injection valve 6-9 is assigned.
  • the injection valves 6-9 are, for example, electrically controlled injection valves, which release or block a fuel flow through the injection valve due to an electrical activation.
  • the Eirispritzventile 6-9 are connected via respective lines 10-13 associated with a common pressure pipe 14.
  • the injection valves 6-9 communicate with the interior spaces of the cylinders 2-5.
  • fuel pump 15 fuel is passed from a fuel tank via a line 16 into the pressure tube 14.
  • the fuel pump 15 builds when pumping the fuel, a pressure in the pressure tube 14, which is sufficiently large to inject the fuel with open injectors 6-9 in the cylinder 2-5.
  • a pressure sensor 17 is arranged, which provides a corresponding analog voltage signal in dependence on the pressure prevailing in the pressure tube 14 fuel pressure. This voltage signal is supplied via an electrical line 18 to a processing unit 19. In the processing unit 19, the fuel pressure corresponding electrical signal of the pressure sensor 17 is digitized and further processed, for example by means of a digital controller or a microprocessor. In the Fig. 1 dakare arrangement with the common pressure tube 14 for the injectors 7-9 is also referred to as common rail injection.
  • the injection of fuel into the individual cylinders results from scattering, in particular the mechanical properties of the injection device, for example the injection valves 6-9, in the case of, for example, a diesel engine with the common pressure pipe 14, a systematic error.
  • the injection device for example the injection valves 6-9
  • a systematic error due to manufacturing tolerances of the injectors 6-9 and different wear or aging phenomena with the same injection duration and otherwise identical boundary conditions different fuel quantities for combustion in the individual cylinders 2-5 are supplied.
  • the different amounts of fuel lead to a different line output of the individual cylinders 2-5, whereby a smooth running of the internal combustion engine 1 can be impaired and an amount of harmful exhaust gas components can be increased.
  • the consumption of the internal combustion engine can be increased by the different injection quantities.
  • a pressure difference between a pressure before and a pressure after an injection is determined individually for each cylinder with the aid of the pressure sensor 17.
  • the pressure difference i. the pressure drop in the pressure pipe 14 which occurs during the injection process is directly related to the amount of fuel injected during the injection process.
  • the pressure in the pressure pipe 14 before the injection is compared with the pressure in the pressure pipe 14 after the injection.
  • the pressure in the pressure tube 14 prior to injection remains substantially at one level, a so-called pressure plateau, and also the pressure in the pressure tube 14 after injection remains substantially at a further level or pressure plateau.
  • transient disturbances can occur in these print plateaus, for example in the form of pressure peaks which occur due to ignition events.
  • Fig. 2 shows a pressure curve 21 (solid line) before and after an injection process 22. Clearly visible are the pressure plateau 23 before the injection 22 and the pressure plateau 24 after the injection 22. From the pressure difference between the pressure plateaus 23 and 24, a pressure difference 25 can be determined , which can be used as a measure of the injected fuel quantity in the corresponding cylinder. How out Fig. 2 As can further be seen, the pressure variation within the plateaus 23 and 24 varies. By filtering the pressure values, these fluctuations can be reduced as in Fig. 2 is shown by the dashed line 26. An average pressure value 27 of the pressure plateau 23 before the injection can be determined, for example, by averaging the filtered pressure values 26 in a suitable region before the injection 22.
  • a mean pressure value 28 may be determined by averaging the filtered pressure values 26 in a suitable region of the pressure plateau 24 after the injection 22.
  • the appropriate areas before and after the injection 22 are selected with a predetermined safety margin at the time of injection, so that pressure values changed by the injection do not enter into the determination of the pressure difference 25.
  • FIGS. 3A and 3B show possible histograms, which can arise on the basis of the pressure values. Annex of the histogram can then be decided whether the pressure values are plausible or not.
  • Fig. 3A shows, for example, a frequency distribution of the pressure values, which essentially corresponds to a normal distribution.
  • a frequency distribution as in Fig. 3A occur, which essentially corresponds to the normal distribution.
  • the pressure values can therefore be classified as plausible.
  • Fig. 3B shows a frequency distribution, which is not riormalverteift, but has two distribution centers.
  • Such a non-normally distributed frequency distribution is not plausible and therefore there is the danger that a mean value determined from the pressure values is not suitable for determining the pressure difference and the injection quantity. Consequently, a measurement is discarded if an implausible frequency distribution is determined based on the histogram.
  • a corresponding histogram is created for the pressure values of the pressure plateau 24 after the injection 22 and analyzed for its plausibility. If pressures from one of the 23rd or 24th plateaus are considered implausible, the entire measurement is discarded. As a result, faulty control due to erroneous measured values can be avoided.
  • Fig. 2 Furthermore, it can be seen that the pressure in a wide pressure range must be detected with high accuracy. Since the evaluation of the pressure values detected by the pressure sensor 17 is usually carried out by means of digital control, the analog signals provided by the pressure sensor 17 are to be converted into corresponding digital signals with as high a resolution as possible. In addition, a high speed in the conversion of the analog signals of the sensor 17 into corresponding digital signals is required in order to achieve a suitably high sampling frequency of the pressure curve in the pressure tube 14. For cost and reliability reasons, in the automotive environment usually only analog-to-digital converter modules with a relatively low resolution of typically 8, 10 or 12 bits are used. These converter modules usually have a sufficiently high conversion speed, but the relatively low resolution is generally insufficient for the method described above.
  • the processing unit 19 comprises a microcontroller 40, which has several Analog-to-digital converter inputs 41-43 for several analog-to-digital converters ADC1, ADC2 and ADC3 Each of the analog-to-digital converters has, for example, a resolution of 10 or 12 bits.
  • the voltage signal Ue is supplied on the one hand via the input 41 to the ADC1 1 and additionally guided via an impedance transformer 44 to an amplifier 45.
  • An offset voltage U offset for the amplifier 45 is set via a digital-to-analog converter-built DAC 46.
  • an amplified signal section of the voltage signal Ue can be converted into a corresponding digital signal at the input 42 of the ADC2.
  • the offset voltage is applied to the microcontroller 40 for control purposes.
  • the adjustment of the offset voltage U offset takes place via an output 47 of the microcontroller 40, which controls the digital-to-analog converter 46.
  • This in Fig. 4 shown circuit example can be simplified by a replacement of the continuous adjustment of the offset voltage U offset by an adjustment of discrete offset voltages.
  • the control measurement of the offset voltage in the microcontroller 40 can be omitted.
  • a voltage signal Ue in the range of 0-5 volts should be detected with a high resolution. This is achieved by amplifying the signal by a factor of 4.5 and extracting it in eight measurement areas of 12 bits each. The measuring ranges overlap each other by half their size.
  • the output of the ADC2 is read, for example, in the 1 ms interval and the values are stored in a corresponding buffer. The selection of the measuring ranges 0-7 of the Fig.
  • FIG. 1 shows a vehicle 60 with the internal combustion engine 1 and a device 61 for determining a injection quantity difference in the internal combustion engine 1.
  • the device 61 comprises, for example, the components 17-19 of FIG Fig. 1 ,
  • the device 61 may further include an engine controller for the engine 1, and individually set the injection amounts of the individual cylinders 2-5 based on the determined injection amount difference, thereby achieving injection quantity equalization of the cylinders 2-5.

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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)
EP12001303.2A 2011-04-30 2012-02-28 Détermination et limitation d'un décalage d'une quantité d'injection dans un moteur à combustion interne doté de plusieurs cylindres Active EP2518297B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011100109A DE102011100109A1 (de) 2011-04-30 2011-04-30 Bestimmung und Verringerung eines Einspritzmengenunterschieds bei einem Verbrennungsmotor mit mehreren Zylindern

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EP2518297A2 true EP2518297A2 (fr) 2012-10-31
EP2518297A3 EP2518297A3 (fr) 2014-03-05
EP2518297B1 EP2518297B1 (fr) 2016-02-24

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2022043194A1 (fr) * 2020-08-31 2022-03-03 Vitesco Technologies GmbH Procédé et dispositif de détermination de la quantité d'injection de fluide d'un système d'injection

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Publication number Priority date Publication date Assignee Title
DE102019205687B4 (de) * 2019-04-18 2021-08-05 Vitesco Technologies GmbH Verfahren und Vorrichtung zur Regelung der in die Zylinder einer Brennkraftmaschine eingespritzten Kraftstoffmasse

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JPS62186034A (ja) 1986-02-10 1987-08-14 Toyota Motor Corp 内燃機関の燃料噴射装置
JPH06101550A (ja) 1992-09-17 1994-04-12 Hitachi Ltd 内燃機関の絞り弁制御装置
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Publication number Priority date Publication date Assignee Title
WO2022043194A1 (fr) * 2020-08-31 2022-03-03 Vitesco Technologies GmbH Procédé et dispositif de détermination de la quantité d'injection de fluide d'un système d'injection

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EP2518297B1 (fr) 2016-02-24
EP2518297A3 (fr) 2014-03-05
DE102011100109A1 (de) 2012-10-31

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