EP2809928A1 - Procédé de commande d'un moteur à combustion interne - Google Patents

Procédé de commande d'un moteur à combustion interne

Info

Publication number
EP2809928A1
EP2809928A1 EP13700554.2A EP13700554A EP2809928A1 EP 2809928 A1 EP2809928 A1 EP 2809928A1 EP 13700554 A EP13700554 A EP 13700554A EP 2809928 A1 EP2809928 A1 EP 2809928A1
Authority
EP
European Patent Office
Prior art keywords
injector
cylinder
internal combustion
combustion engine
determined
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.)
Withdrawn
Application number
EP13700554.2A
Other languages
German (de)
English (en)
Inventor
Michael Walter
Bjoern Bischoff
Udo Schulz
Brahim Baqasse
Markus Hernier
Thibaut BEYRATH
Stefan Bollinger
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 EP2809928A1 publication Critical patent/EP2809928A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02D41/2438—Active learning methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • 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
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the 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
    • F02D41/24—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
    • F02D41/247—Behaviour for small quantities

Definitions

  • the invention relates to a method for controlling an internal combustion engine.
  • the injection quantities of the pilot injections should be as small as possible in order to avoid emission disadvantages.
  • the pilot injection quantities must be large enough so that the minimum amount of fuel necessary for the combustion process is always injected even taking into account all tolerance sources.
  • the main source of tolerance is age-related
  • Quantity replacement signal occurs. Since the injected Kraftstoffm tight can not be measured directly, one manages with a quantity replacement signal that correlates with the injected fuel quantity.
  • the quantity replacement signal is, for example, a speed change of
  • the activation duration of the injector at which a change in the quantity replacement signal occurs is stored as minimum activation duration and used to compensate for the drift of the injector.
  • DE 10 2008 002 482 A1 describes a method which evaluates a relationship between the values of the minimum control duration and the respective injection quantity resulting from the above-explained zero-quantity calibration by means of regression calculation in order to avoid learning of a
  • a method for regulating and adapting pre-injection quantities is known from DE 10 2004 001 1 19 A1 (pressure sensor method).
  • the subsets of the injection are determined by means of a pressure sensor, which is arranged on a cylinder, from the pressure curve during combustion, the so-called heating process, and regulated to nominal values.
  • a cylinder of the internal combustion engine is provided with a pressure sensor according to the invention.
  • a pressure sensor for this "lead cylinder" or an injector associated with the lead cylinder, first of all, in a first step, a pre-injection of fuel is regulated and adapted by means of the pressure sensor method
  • Fuel quantity injected into the guide cylinder Because the amount of fuel injected depends inter alia on a rail pressure, the first step is carried out for various discrete rail pressures.
  • the drive durations determined in this way are stored non-volatilely in a data memory of a control and / or regulating device of the internal combustion engine.
  • the injector of the guide cylinder is driven constant with the drive duration, which was determined and adapted in the first step.
  • the second method of Nullmengenkalibritation quantity replacement signals such as a
  • Driveline parameters comprising a speed of the internal combustion engine and a transmission ratio of a transmission stored in a learning map and non-volatile stored in a data memory of the control and / or regulating device.
  • Quantity replacement signal determined the quantity replacement signal of the guide cylinder or of the lead injector determined in the second step is used as the desired value. If the volume replacement signal of the cylinder to be calibrated reaches the Setpoint, the associated control period or the difference is stored to a nominal value non-volatile and used analogously to the prior art in the fired operation of the internal combustion engine for drift compensation. Furthermore, it is proposed that the first step and the second step take place simultaneously.
  • the regulation and / or adaptation of the actuation duration according to the pressure sensor method in the fired operation of the internal combustion engine presupposes that the distances between the partial injections must be selected to be large in order to achieve an unambiguous assignment of the pressure curve or the heating profile to the respective injection. Therefore, the soft
  • Control duration is taken from a characteristic as a function of the rail pressure. In order for different rail pressures to be adapted, it is necessary, at least for a short time, to keep the rail pressure constant for the duration of the first step. Alternatively, a regulation or adaptation of the activation duration in the first step can also take place at variable rail pressure.
  • a regulation or adaptation of the activation duration in the first step can also take place at variable rail pressure.
  • Control duration determined and adapted in an adaptive characteristic as a function of the rail pressure This advantageously simplifies the operating conditions for the pressure sensor method.
  • a further refinement is that, in the second step, a ratio of the desired value - quantity replacement signal to a determined actual value of the
  • Quantity replacement signal is adapted as a function of the drive train parameters. This ratio corresponds to the driveline gain that would have to be applied according to the prior art in the zero-quantity calibration.
  • the inventive method reduces the application effort.
  • a second test injection of a second injector with a second actuation duration into a second cylinder take place
  • Fuel quantity is determined that this first injected amount of fuel serves as a reference, and that from the second excitation by means of the reference, a second amount of fuel that was injected during the second driving time of the second injector into the second cylinder is calculated.
  • Speed signal evaluation determines a total excitation with magnitude and phase. From this, the excitation of the individual injectors can be reconstructed according to the principle of vector addition. On the basis of the quantity replacement signal reconstructed for the respective injector, a calibration then takes place independently for each injector, as in a zero quantity calibration according to the prior art.
  • the advantage of the method according to the invention is the
  • an injected fuel quantity is calculated for this by means of the pressure sensor method. With this fuel quantity as a reference value can then be reconstructed from the
  • Quantity replacement signal of the second injection injected thereby
  • Zero quantity calibration is performed in overrun mode or during startup and / or discharge of the internal combustion engine.
  • the zero quantity calibration is preferably carried out in the outlet of the internal combustion engine.
  • the regular shutdown of the injection takes place only with the injector in the injection order before the injector to be calibrated, and not necessarily with the shutdown of the ignition or injection directly following injector. If after switching off the ignition or the
  • the engine continues to rotate more than the working range of a cylinder, the zero quantity calibration can be performed for more than one cylinder or the associated injectors
  • the method according to the invention can also be carried out during a startup phase or startup phase of the internal combustion engine.
  • the next possible cylinder can be injected and ignited determined and applied for this cylinder or the associated injector Nullmengenkalibri für.
  • the invention therefore offers a possibility of carrying out a zero-quantity calibration without an overrun phase.
  • the first activation duration of the first injector is determined by means of zero quantity calibration. It is in the start-up phase and / or phase-out of the
  • Internal combustion engine determines a first drive duration of a first injector.
  • the drive train parameters are then adapted in the second step with the first activation duration thus determined, so that the set replacement signals determined in the second step serve as reference values for the calibration of the further cylinders or the associated injectors.
  • the reference value of the first cylinder also in the above-explained parallel or approximately simultaneous
  • Injection into two cylinders can be used.
  • the reference value is not determined by the pressure sensor method, but by means of the zero quantity calibration in the start-up phase and / or phase-out
  • FIG. 2 is a flow chart of the method according to the invention
  • FIG. 3 is a graphic representation of a superposition of two amplitude signals
  • FIG. 4 shows a control duration characteristic diagram of a second injector which has been calibrated according to the invention together with a first injector
  • FIG. 5 shows a control duration characteristic diagram of a first injector which has been calibrated according to the invention together with a second injector
  • Figure 6 is a graphic representation of a superposition of two amplitude signals which lie to each other so that they include an angle ⁇ , which is not equal to a multiple of 90 °
  • Figure 7 is a graphical representation of a phase-out of a
  • FIG. 8 is a graphical representation of different stop positions in FIG.
  • Figure 9 is a graphical representation of a starting phase of an internal combustion engine
  • Figure 10 is a graphical representation of the relationship between a set replacement signal and a pressure sensor signal.
  • an internal combustion engine bears the reference numeral 10 as a whole. It serves to drive a motor vehicle, not shown, and comprises four cylinders 12a to 12d with four combustion chambers 14a to 14d. Each combustion chamber 14 a to 14 d has an inlet valve 16 a to 16 d, which are connected to an intake pipe 18. Combustion air passes into the respective combustion chamber 14a to 14d via the intake pipe 18 and the intake valves 16a to 16d. in the
  • Intake manifold 18 is a throttle valve (not shown) arranged. By means of the throttle valve, the amount of combustion air that enters the respective combustion chamber 14 a to 14 d, depending on an operating condition of the internal combustion engine 10 is set. Fuel is injected into the combustion chambers 14a to 14d via an injector 20a to 20d, respectively.
  • the injectors 20a to 20d are connected to a high-pressure fuel storage 22, which is also referred to as "rail" connected.
  • the fuel-air mixture in the combustion chambers 14a to 14d is ignited after the compression stroke; either by spark ignition or
  • the hot combustion gases are discharged from the combustion chambers 14a to 14d via exhaust valves 24a to 24d in an exhaust pipe 26.
  • an exhaust system 28 which cleans the exhaust gas by chemical conversion of the pollutants contained therein.
  • Exhaust pipe 26 may be arranged with the combustion air amount is set in the combustion chambers 14 a to 14 d.
  • crankshaft 30 is rotated, whose speed or rotational speed and
  • a fresh air mass flowing via the intake pipe 18 to the combustion chambers 14a to 14d is detected by an air mass sensor 34. Furthermore, at the
  • a combustion chamber pressure sensor 36 is arranged, which detects the pressure in the combustion chamber 14d.
  • This cylinder 12d is referred to as a "master cylinder”.
  • the operation of the internal combustion engine 10 is controlled by and / or
  • Control device 38 controlled and / or regulated. This receives signals from, inter alia, the crankshaft sensor 32, the air mass sensor 34 and the combustion chamber pressure sensor 36. Controlled by the control and / or regulating device 38 among other things, the injectors 20. It should be noted at this point that whenever a component of the Index a to d is not explicitly mentioned, the corresponding explanations for all
  • An amount of fuel Q injected into the combustion chambers 14 from the injectors 20 is proportional to a drive duration T at constant pressure the injectors. The amount of fuel Q further influences
  • FIG. 2 shows a flowchart of an embodiment of the invention
  • a pre-injection is controlled and adapted according to the pressure sensor method for the guide cylinder 12d known, for example, from DE 10 2004 001 1 19 A1.
  • a drive duration t before L is known, which is so dimensioned that a desired amount of fuel is injected into the guide cylinder 12d via the drift-laden injector 20d of the guide cylinder 12d.
  • This control duration tvorL is determined separately for different rail pressures and the results obtained non-volatile in a data memory of the control and / or
  • the first step 40 can take place both during a "fired" operation, ie with injection of fuel, and during a coasting phase, for which the intervals between the partial injections are chosen to be so great in that the individual partial injections can be unambiguously assigned to a determined heating course in the cylinder 12.
  • the control can also take place at variable rail pressure.
  • the first drive time t L is not determined at different discrete rail pressures, but determined and adapted from an adaptive characteristic as a function of the rail pressure. In this case, a regression analysis can be performed to determine the characteristic.
  • a second step 42 the injector 20d of the guide cylinder 12d is constantly driven with the drive duration t before L determined previously in the first step 40.
  • the injector 20d of the guide cylinder 12d is constantly driven with the drive duration t before L determined previously in the first step 40.
  • the quantity replacement signals S may have the rotational nonuniformity of
  • Quantity replacement signal S can also be a ratio between a fixed setpoint and a measured actual value of the set replacement signal S depending on the drive parameters are adapted. This ratio corresponds to one
  • Driveline reinforcement which would have to be applied according to the prior art.
  • the invention eliminates the application of the drive train reinforcement.
  • the second step 42 the comparatively slower adaptation of the drive train parameters, can take place simultaneously.
  • a third step 44 all cylinders 12a to c, except for the master cylinder 12d, are actuated according to the known method of "zero quantity calibration" and the quantity replacement signal S.
  • the procedure is that the quantity replacement signal S previously determined in the second step 42 is used as setpoint In this case, the activation duration tz of the cylinders 12 is varied until the measured quantity replacement signal S reaches the desired value
  • the associated activation period T or a difference to a nominal value of the activation period T is stored non-volatilely in a data memory of the control and / or regulating device 38 ,
  • the second step 42 the adaptation of the drive train parameters
  • a set replacement signal S is determined, which results from the Superposition of a first set replacement signal S, triggered by the
  • Test injection into the master cylinder 12d, and a second set replacement signal S, triggered by the second test injection into another cylinder 12 results.
  • FIG. 3 shows, as part of an embodiment of the method according to the invention, a reconstruction of set replacement signals S of two injectors 20 subjected simultaneously to respective test injections from a measured quantity replacement signal S, for example an excitation of oscillatable components of the drive train within an internal combustion engine 10.
  • the now measured oscillation is first represented by an amplitude A12 and a corresponding phase position ⁇ . This can be done, for example, as Fourier transformation of a corresponding speed signal.
  • A12 Amplitude of the total vibration that is, the superposition of the two vibrations caused by the respective injectors
  • FIG. 4 shows a test result which was obtained on a motor vehicle with a four-cylinder internal combustion engine after carrying out the method according to the invention.
  • a received drive characteristic map 45 of a second injector 20 was determined three times.
  • the respective drive duration of a first injector 20d was used as a parameter and took the
  • the three determined actuation duration curves 45a, 45b and 45c are in this case entered in a graph which shows a specific set replacement signal S2 of the second injector 20 over the actuation period T, measured in .mu. ⁇ .
  • the An horrdauerkennfeld 45a represents the An horrdauerkennfeld the second injector 20 at a drive duration of the first injector 20d of 140 s.
  • the drive duration map 45b was recorded at a drive duration of the first injector 20d of 180 s and the drive duration map 45c was for a drive duration of the first injector 20d of 220 ⁇
  • the three determined drive duration maps 45a, 45b and 45c of the second injector 20 lie exactly within the measurement accuracy of the speed evaluation method used.
  • FIG. 5 shows a diagram for corresponding drive duration characteristics of the first injector 20d, with the injector 20d and the injector 20 having "exchanged" their roles here, as it were, with respect to FIG. 5
  • the three drive duration characteristic maps 45 'determined for the injector 20d lie exactly on top of each other within the measurement accuracy of the speed evaluation method and thus prove the accuracy of the inventive device
  • Vibrations extinguish when the injection quantities for the respective injectors 20 are equal. This can be used, for example, to exactly match two injectors 20 if an absolute value of the respective injection for which the adjustment is made is not relevant.
  • FIG. 6 now shows a method according to the invention
  • A1 A12 ⁇ sin (a) / sin (180 ° - ⁇ )
  • A2 A12 ⁇ sin ( ⁇ - ⁇ ) / sin (180 ° - ⁇ )
  • a quantity of fuel injected into the second cylinder 12 during the second test injection can be calculated from the detected quantity substitute signals S as the reference value. As a result, the drive train application can be omitted.
  • An embodiment of the method according to the invention allows a
  • Cylinder segment is extended.
  • FIG. 7 shows in a diagram an outlet of the internal combustion engine 10 without injection of fuel when the throttle valve 19 is open and closed.
  • the angle of the crankshaft is plotted in ° CA on the abscissa axis; the ordinate is the speed in revolutions per minute.
  • Throttle 19 more air into the cylinder 12, whereby a maximum pressure in the cylinder increases.
  • the higher maximum pressures in the cylinders 12 lead to a rotational nonuniformity of the crankshaft, wherein the gas torque built up by the last compressing cylinder 12 before the zero crossing of the rotational speed becomes so large that it comes to a reversal of direction and the internal combustion engine 10 compresses the previously compressed cylinder 12, until it comes again to the direction of rotation and the internal combustion engine 10 is finally.
  • Gas exchange torques are small compared to the moments of inertia and friction moments.
  • Figure 8 shows a diagram of an influence of the throttle position on a stop position of the internal combustion engine 10.
  • the abscissa the consecutive numbers of the tests are plotted.
  • the ordinate shows the crank angle in ° KW before the ignition TDC.
  • the zero quantity calibration starts at a drive duration, which certainly does not lead to an injection of fuel. At each phase out the
  • Quantity replacement signal S in this case the signal of the crankshaft sensor 32, with a reference speed signal (see Figure 7), in which certainly no
  • Injection and combustion takes place.
  • differentiation-forming methods and / or evaluation of the rotational speed gradients can take place and / or comparisons of rotational speed patterns can be used.
  • the zero quantity calibration is carried out for the following cylinder 12 or the associated injector 20. It is also possible to carry out the zero-quantity calibration in a start-up phase or start-up phase of the internal combustion engine 10.
  • the next possible cylinder 12 can be injected and ignited in the determined.
  • the zero quantity calibration is applied to this cylinder 12 or to the injector 20 assigned to it. Subsequently, the normal starting function known from the prior art is applied to the next cylinder 12 in the firing order.
  • a reference speed signal belonging to the starting phase is shown in FIG. 9.
  • the illustrated speed curve as a function of the crank angle is calculated as a function of a constantly applied starting torque.
  • the reference speed signal is improved by measuring and storing further associated data, such as engine friction as a function of temperature, drive duration of the injectors, starter speed (for the zero-level calibration in the starting phase), position of the throttle 19, and others.
  • engine friction as a function of temperature
  • drive duration of the injectors for the zero-level calibration in the starting phase
  • starter speed for the zero-level calibration in the starting phase
  • position of the throttle 19 and others.
  • the more accurate the reference speed signal the safer and better is the zero-quantity calibration.
  • FIG. 10 shows the measured relationship between the quantity replacement signal S from FIG Nullmengenkalibri für

Abstract

Procédé de commande d'un moteur à combustion interne (10), comprenant les étapes suivantes : - au cours d'une première étape (40), un procédé de détection de pression détermine pour un premier injecteur (20d) une durée de commande (tvorL) pendant laquelle une quantité voulue de carburant est injectée dans un premier cylindre (12d), la première durée de commande (tvorL) étant stockée dans un mémoire non volatile dans un appareil de commande et/ou de régulation (38); - au cours d'une deuxième étape (42), le premier injecteur (20d) est commandé pendant la première durée de commande (tvorL) et un signal de substitution de quantité résultant est stocké dans un champ caractéristique d'apprentissage en fonction des paramètres de la chaîne cinématique et mis dans une mémoire non volatile dans l'appareil de commande et/ou de régulation (38); - au cours d'une troisième étape (44), pour tous les autres cylindres (20), une durée de commande des injecteurs (12) associés aux cylindres (20) subit une variation au moyen d'un étalonnage sur une quantité nulle jusqu'à ce que le signal de substitution de quantité déterminé au cours de la deuxième étape (42) soit atteint en tant que valeur de consigne, la durée de commande ainsi déterminée étant stockée dans la mémoire non volatile dans l'appareil de commande et/ou de réglage (38).
EP13700554.2A 2012-02-03 2013-01-14 Procédé de commande d'un moteur à combustion interne Withdrawn EP2809928A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012201601A DE102012201601A1 (de) 2012-02-03 2012-02-03 Verfahren zur Steuerung einer Brennkraftmaschine
PCT/EP2013/050568 WO2013113542A1 (fr) 2012-02-03 2013-01-14 Procédé de commande d'un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2809928A1 true EP2809928A1 (fr) 2014-12-10

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Application Number Title Priority Date Filing Date
EP13700554.2A Withdrawn EP2809928A1 (fr) 2012-02-03 2013-01-14 Procédé de commande d'un moteur à combustion interne

Country Status (6)

Country Link
US (1) US20150053179A1 (fr)
EP (1) EP2809928A1 (fr)
JP (1) JP5933760B2 (fr)
KR (1) KR20140119086A (fr)
DE (1) DE102012201601A1 (fr)
WO (1) WO2013113542A1 (fr)

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US9476377B2 (en) * 2013-03-22 2016-10-25 Cummins Inc. System, method, and apparatus for fuel injection control
GB2533464A (en) * 2015-10-20 2016-06-22 Gm Global Tech Operations Llc Method of operating a fuel injector of an internal combustion engine
KR102541073B1 (ko) * 2021-11-03 2023-06-08 주식회사 현대케피코 인젝터 분사노즐 열림시기 검출 장치 및 방법

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JP2015505591A (ja) 2015-02-23
WO2013113542A1 (fr) 2013-08-08
KR20140119086A (ko) 2014-10-08
JP5933760B2 (ja) 2016-06-15
US20150053179A1 (en) 2015-02-26
DE102012201601A1 (de) 2013-08-08

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