KR101829491B1 - Method for monitoring adaptation of an injection time of an injection valve of an internal combustion engine - Google Patents

Abstract

The present invention relates to the detection of the effective opening time of the injection valve in such a manner that the injection duration of the injection valve for one or more injection valves is at least substantially compensated for the tolerances of the injection valves in relation to the relationship between the injection duration and the effective opening time, A method for monitoring the adaptation of the delay time of an injection valve of an internal combustion engine adapted by measurement, wherein a specific combustion chamber air ratio is adjusted for one or more combustion chambers and / or a specific combustion chamber torque is detected for one or more combustion chambers, It has been proposed that a change in the air ratio and / or a change in torque caused by dividing the effective open time into two or more partial open times is used to monitor the adaptation.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a method for monitoring the adaptation of the injection time of an injection valve of an internal combustion engine,

The invention relates to a method for monitoring the adaptation of the delay time of an injection valve of an internal combustion engine wherein the injection duration of the injection valve for one or more injection valves is selected such that the allowance of the injection valve Is adapted by detecting or measuring the effective opening time of the injection valve in such a way that the error is at least actually compensated. The present invention also relates to a computer program, an electric storage medium, and a closed loop and / or open loop control device for an internal combustion engine.

In a direct injection internal combustion engine, fuel is directly injected into each combustion chamber. This applies equally to gasoline engines and diesel engines. In this case, the injection of the fuel is done by one or more injection valves. In this case, ideally, the amount of fuel injected by the injection valve is in a linear relationship with the opening time of the injection valve. In this case, the opening and closing processes are considered in the delay time. The total injection duration consists of the delay time without fuel entry and the effective opening time with constant fuel entry in the simple model. The delay time, and hence the amount of fuel injected during the injection duration, varies over the life of the injection valve. This effect is called drift. The amount of injection that varies due to drift may cause deterioration of exhaust gas behavior or increased noise generation. Therefore, it is necessary to compensate through the adaptation of the delay times when detecting the drift over the lifetime and controlling the injection valve. The adaptation method is so-called CVO (Controlled Valve Operation). In this case, the opening and closing points of the injection valve are detected by detecting and analyzing the electric value in the electric actuator of the injection valve, from which the effective opening time is detected or the delay time is determined.

According to the method disclosed in the publication DE 102006019894, the lambda deviation which appears in the conversion from the individual injection to the multiple injection is used for the adaptation of the delay time.

According to the method described in publication DE 10343759, a torque deviation is used in the measurement of the deviation between the calculated reference amount and the actually injected fuel quantity at the time of switching from the individual injection to the plurality of injection impulses.

The combination of the known methods according to the invention has the advantage that the adaptation of the delay time made by the CVO method in switching from individual injection to multiple injection is checked by torque deviation or lambda deviation. As a result, the accuracy of the amount of injected fuel is ensured in the ballistic range, so that the exhaust gas behavior, the noise generation and the reliability of the internal combustion engine are improved.

The basic idea of the present invention is to detect the effective opening time of the injection valve in the CVO method first. During the adaptation process, the measuring circuit detects the current flowing through the coil of the injection valve. By means of the current, the control device detects when the injection valves are actually opened or closed. These points are detected in a characteristic feature of the time curve of the current, which is based on the fact that the valve needle of the injection valve is stopped during the opening and closing of the injection valve and as a result reacts to the current flowing in the coil. The actual opening time thus detected is the time when the injection valve is fully opened. The duration of injection, that is, the time at which the valve is controlled or the time at which the current flows through the coil of the injection valve, consists of the effective open time at which the fuel flow is at its maximum and the delay time at which the open and close processes are considered. The adaptation process compensates for the tolerances of the individual injection valves in relation to the relationship between the control duration of the injection valves and the resulting fuel quantity resulting therefrom, as long as they are based on deviations in the effective open time. The relationships detected in this manner between the injection duration, the delay time and the effective open time are stored in the control device.

The effective opening time of the valve is then divided into a plurality of injection impulses. If the effective opening time is constant, the portion of the delay time is increased by the opening and closing of the injection valve a plurality of times. As a result, the amount of fuel injected into the combustion chamber relative to a single injection decreases as the delay time stored in the control device is selected to be too small, because no fuel is introduced during the delay time. As a result, the higher oxygen content in the exhaust gas is maintained after combustion, and the higher oxygen content is detected by the lambda sensor.

Alternatively, instead of the deviation of the oxygen content in the exhaust gas, a torque deviation may be detected and analyzed, since the specific cylinder torque also depends on the amount of fuel injected. The relationship between the effective opening time of the injection valve and the actually injected fuel amount is detected from the fluctuation of the oxygen content or the torque in the exhaust gas when changing from one injection to two or more partial injections. Therefore, the drift of the injection valve is detected and the amount can be set and compensated by the adaptation of the delay time.

The combination of the known methods according to the invention thus enables the monitoring of the adaptation by comparing the oxygen contents and / or torque variations in the exhaust gas when the number of injection impulses is different and the effective open time is constant.

According to a further advantage of the method according to the invention, a plurality of respective changes of the partial opening times are used for monitoring. The directly observed deviation or torque deviation of the oxygen content in the exhaust gas detected by the lambda sensor can therefore be directly assigned to the delay time. As the number of injection impulses increases, the delay time increases in proportion to the number of injection impulses. Therefore, the amount of fuel in the combustion chamber decreases and the oxygen content in the exhaust gas increases, or the resulting torque decreases, if the actual delay time is greater than the delay time stored in the control device. As the number of injection impulses decreases, the delay time decreases proportionally. Therefore, the fuel content in the combustion chamber increases and the oxygen content in the exhaust gas decreases or the torque increases.

The method according to the invention can therefore be applied whenever the number of injection impulses is changed and, as a result, allows frequent adaptation of the delay time, advantageously affecting exhaust gas behavior, fuel consumption and noise generation.

Preferably, the method according to the invention is applied when the number of partial opening times is increased. While the delay time is multiplied by the number of injections, another, additional, mixer error is constant. That is, the larger the number of injection impulses, the smaller the effect of the mixer error that is further associated with the delay time. Diagnosis is therefore improved.

Other advantages emerge from the following detailed description and the accompanying drawings.

Of course, the features which have been mentioned above and which will be described below, may be used in combination as well as in the combinations provided in each case, or may be used alone, without departing from the scope of the present invention.

Embodiments of the invention are shown in the drawings and will be described in detail in the following description. Are shown in schematic form in each case.

1 is a schematic view of a direct injection internal combustion engine using an injection valve.
2 is a graph showing the characteristic curve of the injection valve which combines the injection duration and the amount of injected fuel.
3 is a graph showing the relationship between the injection time and the amount of fuel injected in the case of multiple injection.
4 is a flow chart of the process according to the invention.

Fig. 1 shows a principle structure of an apparatus for directly separating fuel into the internal combustion engine 10. As shown in Fig. The internal combustion engine includes at least one combustion chamber (12) and an injection valve (14) disposed therein. The combustion chamber 12 is connected to the intake channel 16 and the exhaust channel 18. A lambda sensor (20) is disposed in the exhaust channel (18). The internal combustion engine is controlled by the control device (22).

Since each of the combustion chambers 12 is bounded by a piston supported so as to reciprocate in the combustion chamber and the piston is coupled to the crankshaft 24 of the internal combustion engine 10 as in the prior art, The energy generated at the time of combustion of the fuel is converted into the torque M acting on the crankshaft 24. The torque M is a specific combustion chamber torque M contributing to the formation of the total torque Mg in the crankshaft 24. [

) 역시 검출될 수 있다.The speed sensor 26 disposed on the crankshaft 24 of the internal combustion engine 11 is formed for detecting the speed n of the internal combustion engine 10. [ In the embodiment of the present invention, the instantaneous rotational angle of the crankshaft 24

) Can also be detected.

)에 비례한다. 분사 지속 시간(

)은 연료 유입이 이루어지는 유효 개방 시간(

)과, 분사 밸브(14)의 개방 과정 및 폐쇄 과정이 고려되는 지연 시간(

)으로 이루어진다. 상응하는 특성 곡선(28)은 적응 과정(A)에 의해 검출되고 연속적으로 적응된다. 이러한 특성 곡선(28)은 제어 장치(22) 안에 저장되어 있으며 도 2에 도시된 것처럼 선형의 곡선을 가질 수 있다.The functioning of the internal combustion engine 10 is as follows. In the suction process, air flows into the combustion chamber 12 by the intake channel 16. [ Simultaneously or subsequently, fuel is injected into the combustion chamber 12 through the injection valve 14. The injected fuel quantity Q is at least nearly equal to the injection duration (

). Spray duration (

) Is the effective opening time at which fuel is introduced

), A delay time in which the opening and closing processes of the injection valve 14 are considered (

). The corresponding characteristic curve 28 is detected and adapted continuously by the adaptation process A. This characteristic curve 28 is stored in the control device 22 and can have a linear curve as shown in FIG.

The control device 22 controls the opening or closing of the internal combustion engine 10, particularly the injection valve 14, in accordance with the sensor signals, for example, the signal of the lambda sensor 20 and the driver's desired torque. The signal of the lambda sensor 20 is proportional to the oxygen content in the exhaust channel 18. The oxygen content in the exhaust gas depends on the amount of air to be inhaled and the fuel quantity Q to be injected. The specific cylinder torque M also depends on the fuel quantity Q injected.

)과 분사되는 연료량(Q)을 연관짓고 있다. 단순 모형에서 제어 지속 시간(

)은 연료 유입 없는 지연 시간(

)과, 일정한 연료 유입을 가지는 유효 개방 시간(

)으로 이루어진다. 지연 시간(

)에서 분사 밸브(14)의 개방 과정 및 폐쇄 과정이 고려된다.Figure 2 is a graph in which the characteristic curve 28 of the injection valve 14 is shown and the characteristic curve is the control duration

) And the amount of fuel Q to be injected. In the simple model, the control duration (

) Is the delay time without fuel entry

) And the effective opening time has a constant fuel input (

). Delay time

The opening and closing processes of the injection valve 14 are considered.

)이 2개 이상의 분사 임펄스(

)로 분할되면, 지연 시간(

)은 분사 임펄스(

)의 수(x)에 비례하여 증가한다. 도 3에는 예를 들어 2개의 분사 임펄스(

)가 도시되어 있다. 그러나 본 발명에 따른 방법은 3개 이상의 분사 임펄스(

)로도 실시된다. 이 경우 분사 임펄스들(

)은 길이가 같을 필요는 없지만, 유효 개방 시간들(

)의 합은 개별 분사의 유효 개방시간(

)에 상응하도록 선택된다.As shown in Figure 3, the spray duration (

) Is greater than two (2)

), The delay time (

) Is the injection impulse (

) ≪ / RTI > (x). In Figure 3, for example, two injection impulses (

Are shown. The method according to the invention, however,

). In this case, the injection impulses (

) Need not be equal in length, but the effective opening times (

) Is the effective opening time of the individual injection (

). ≪ / RTI >

) 동안 연료는 분사되지 않는다. 그러므로 개별 분사의 연료량(Q)에 비해 실제로 분사되는 연료량(Q)은, 분사 임펄스(

)의 수(x)가 증가하고 제어 장치(22) 안에 저장된 특성 곡선(28)에 대하여 지연 시간(

)이 너무 작게 선택되었으면, 감소한다. 그 결과 배기 가스 안의 더 높은 산소 함량이 람다 센서(20)에 의해 검출된다. 또는 속도 센서(26)는 더 작은 특정 실린더 토크(M)에 의해 야기되는 속도 변동을 크랭크축(24)에서 검출한다. 그에 반해 제어 장치(22) 안에 저장된 특성 곡선(28)에 대하여 지연 시간(

)이 너무 크게 선택되었으면, 분사되는 분사량(Q)은 개별 분사에 비하여 증가하고 람다 센서(20)는 너무 적은 산소 함량을 검출하고 더 큰 특정 실린더 토크(M)는 크랭크축(24)의 속도 변동을 야기한다.Delay time

The fuel is not injected. Therefore, the fuel quantity Q actually injected in comparison with the fuel quantity Q of the individual injection is the injection impulse

(X) is increased and the characteristic curve 28 stored in the control device 22 has a delay time

) Is selected to be too small, it decreases. As a result, the higher oxygen content in the exhaust gas is detected by the lambda sensor 20. Or the speed sensor 26 detects the speed fluctuation caused by the smaller specific cylinder torque M on the crankshaft 24. [ On the other hand, the characteristic curve 28 stored in the control device 22 is multiplied by the delay time

The lambda sensor 20 detects too little oxygen content and the larger specific cylinder torque M is detected by the speed fluctuation of the crankshaft 24 .

)의 편차에 근거하는 한 보상한다.The method according to the present invention will be described in more detail with reference to the flowchart shown in Fig. After the start of the method 30, an adaptation process A for adaptation of the fuel quantity Q is started at a step 32. [ The adaptation procedure A can be used to determine the tolerance of the individual injection valve 14 in relation to the relationship between the control of the injection valve 14 and the fuel quantity Q resulting therefrom, Open Time (

), As long as it is based on the deviation of

)이 검출될 수 있다. 따라서 지연 시간(

)의 값들이 충분히 검출되었는지 여부가 단계(34)에서 체크된다. 즉, 적응 과정(A)이 종료했는지 여부가 체크된다. 만약 그런 경우가 아니라면(N), 분기(34)는 반복된다. 다른 경우(Y)에 방법은 단계(36)를 진행한다.A plurality of measurements may be required for the adaptation procedure (A). For other operating conditions of the internal combustion engine 10, for example, delay times (for example, for other values of fuel pressure in a fuel high pressure accumulator

Can be detected. Therefore,

Is sufficiently detected is checked in step 34. If the value of the < RTI ID = 0.0 > That is, whether or not the adaptation process A has ended is checked. If not (N), branch 34 is repeated. Otherwise (Y) the method proceeds to step (36).

In step 36, a control process R for controlling the specific combustion chamber air ratio [lambda] is started. According to the control process R, the control device 22 detects the air ratio [lambda] separately by the lambda sensor 20 for each combustion chamber 12, and in some cases, detects the detected value of the air ratio [lambda] And changes the operating variable of the internal combustion engine 10 so as to approach the target value. For example, the fuel quantity Q may be changed according to the detected air ratio [lambda].

Then in step 38, whether or not the control procedure for a particular combustion chamber lambda control (R) stabilized as described above, i.e. the air ratio (λ) value that is detected for each combustion chamber 12 are, for example, "λ _target = 1 Quot ;, and / or whether the detected value? Fluctuates around the target value with a sufficiently small amplitude. If the particular cylinder lambda control R is still not stabilized (N) is detected, then step 38 is repeated. The step 40 is continued to the other cases (Y).

)를 포함하는 다중 분사로 전환이 이루어진다. 이 경우 분사 임펄스들(

)은 바람직하게는 매우 작은 탄도 값들을 갖는다.In step 40, the actual value of the lambda control R is first detected and stored for subsequent use. In such a case, it is controlled by the control device 22 so that two or more injection impulses (

) It is made as converted to multiple injection comprising a. In this case, the injection impulses (

) Preferably have very small trajectory values.

Then, in step 42, a control process R for controlling a specific combustion chamber air ratio is newly started, corresponding to step 36. [ Then, in step 44, similar to step 38, it is checked whether the preceding control process R ends and the specific cylinder lambda control is stabilized. If not (N), step 44 is repeated. Otherwise, step 46 continues.

)에 따른 분사 연료량(Q)의 편차들이 분사 밸브(14)의 제어의 적응(A)에 의해 적어도 대부분 보상되어야 하기 때문에, 다른 람다 값들은 적응(A) 오류를 가리키는 것으로부터 시작될 수 있다. 이런 편차는 분사 밸브(14)의 마모 또는 분사 밸브(14)에서의 침착물, 특히 매연 또는 코킹에 의해 야기될 수 있다. 이런 편차는 적응 과정(A)에 의해 보상될 수 없는데, 적응 과정(A)이 분사 밸브(14)의 실제 개방 시간(

)과 분사 지속 시간(

) 사이 관계와 관련하여 편차만을 검출할 수 있기 때문이다. 그러나 이런 적응 과정에 의해, 개방 시간(

) 동안 실제로 분사되는 연료량(Q)의 추론이 가능하지는 않다. 또한, 공기값(λ)의 편차에 대해 문턱값이 사전 설정되고, 이러한 문턱값의 초과 시에 에러 메모리 안으로 분사 밸브(14)를 위한 입력이 이루어지는 것을 생각해 볼 수 있다.In step 46, the new actual value of the lambda control R is compared to the value stored in step 40. [ The tolerances of the injection valve 14, in particular the delay times (

The other lambda values may start from indicating an adaptation (A) error, since the deviations of the injected fuel quantity Q in accordance with the injection valve 14 must be at least largely compensated by the adaptation A of the control of the injection valve 14. [ Such deviations can be caused by wear of the injection valve 14 or deposits at the injection valve 14, in particular by soot or caulking. This deviation can not be compensated for by the adaptation process A, since the adaptation process A is the actual opening time of the injection valve 14

) And spray duration (

), It is possible to detect only the deviation. However, with this adaptation process,

Quot; Q ") actually injected during the fuel injection period (" Q "). It is also conceivable that a threshold value is preset for the deviation of the air value lambda, and an input for the injection valve 14 is made into the error memory when this threshold value is exceeded.

), 즉 시간에 따른 속도의 도함수가 이용될 수 있다. 개별 연소실(12) 내 연소실 압력(p)은 연소실 압력 센서에 의해서도 검출될 수 있으며, 토크(M)가 적어도 연소실 압력(p)에 의해 그리고/또는 이의 시간 곡선에 의해 검출될 수도 있다. 그에 대한 변형으로서 또는 보충으로서 내연기관(10)은 토크(M) 및/또는 전체 토크(Mg)를 검출하는 토크 센서를 가질 수 있으며, 단계(48)에서 토크(M) 및/또는 전체 토크(Mg)는 토크 센서에 의해 검출될 수 있다. 더 나아가서 내연기관(10)의 불균일한 작동을 특성화한 특성 변수(L)가 검출될 수 있다.According to other embodiments, a specific combustion chamber torque M may be detected at step 48 as an alternative to steps 36 to 46 in the method embodiment according to the present invention. For this purpose, an instantaneous speed n is detected in the crankshaft 24. [ A speed n (or a corresponding time interval) with respect to the rotational angle range of the crankshaft 24 can be analyzed and in this rotational angle range a specific combustion chamber 12 contributes to the generation of the total torque Mg . In this manner, each torque M can be detected for each of the combustion chambers 12 in turn. As the magnitude for the torque M, for example, the time variation of velocity (

), I.e. a derivative of the velocity over time can be used. The combustion chamber pressure p in the individual combustion chamber 12 can also be detected by the combustion chamber pressure sensor and the torque M may be detected at least by the combustion chamber pressure p and / The internal combustion engine 10 may have a torque sensor for detecting the torque M and / or the total torque Mg and the torque M and / or the total torque < RTI ID = 0.0 > Mg) can be detected by the torque sensor. Furthermore, a characteristic variable L characterizing the non-uniform operation of the internal combustion engine 10 can be detected.

)에 따른 분사 연료량(Q)의 편차가 분사 밸브(14)의 제어의 적응(A)에 의해 적어도 대부분 보상되기 때문에, 특정 연소실 토크들(M) 서로의 차이들이 무엇보다도 개별 연소실들(12)의 신선한 기체 충전량들(mg) 사이의 차이에 기인한다는 가정은 상대적으로 큰 확실성을 가질 수 있다. 단계(48) 다음에 오는 단계(50)에서 각 연소실(12) 모두에 대한 토크(M)를 이용해 상응하는 신선한 기체 충전량(mg)이 계산될 수 있다. 이에 대한 대안으로서 또는 보충으로 개별 충전량들(mg) 사이 차이들이 계산될 수도 있다. 일반적으로 토크(M)와 신선한 기체 충전량(mg) 사이에 비례가 있으므로, 종래의 비례 상수에서 신선한 기체 충전량(mg) 또는 개별 연소실들(12)의 신선한 기체 충전량들(mg) 사이 차이가 계산될 수 있다. 불균일한 작동에 대한 특정 연소실 토크(M)와 특성 변수(L)는 예를 들어 개별 실린더들(12) 사이 연료량(Q)의 편차와 같은 복수의 변수와, 개별 연소실들(12) 간의 신선한 기체 충전량들(mg)의 편차들과, 개별 연소실들(12) 사이 점화각(

)의 편차들에 의해 영향을 받는다. 그러나 적응 과정(A)에 의해 개별 연소실들(12) 사이 편차들이 연료량(Q)에 관한 것이며, 이러한 편차들이 적어도 대부분 제거되어 있기 때문에, 개별 토크들(M) 사이 편차들 및 불균일한 작동(L)이 무엇보다도 신선한 기체 충전량들(mg) 간의 편차들에 기인하는 것으로부터 추론이 이루어질 수 있다. 이 경우 점화각(

)의 편차들은 토크들 사이 차이들 또는 불균일한 작동(L)에 대해 상대적으로 작은 영향을 미친다.The tolerances of the injection valve 14, in particular the delay time (

The differences between the specific combustion chamber torques M are greater than those of the individual combustion chambers 12 among other things because the deviation of the injected fuel amount Q in accordance with the injection valve 14 is at least largely compensated by the adaptation A of the control of the injection valve 14. [ (Mg) < / RTI > of fresh gas charge (mg) can have relatively large certainty. The corresponding fresh gas charge amount (mg) can be calculated using the torque M for each combustion chamber 12 in step 50 following step 48. [ Alternatively or additionally, differences between the individual charge amounts (mg) may be calculated. Since there is generally a proportion between the torque M and the fresh gas charge (mg), the difference between the fresh gas charge (mg) in the conventional proportional constant or the fresh gas charge amounts (mg) in the individual combustion chambers 12 is calculated . The specific combustion chamber torque M and the characteristic variable L for the nonuniform operation can be calculated from a plurality of variables such as, for example, the deviation of the fuel quantity Q between the individual cylinders 12, The deviations of the charge quantities (mg) and the ignition angle between the individual combustion chambers 12

). ≪ / RTI > However, since the deviations between the individual combustion chambers 12 by the adaptation process A are related to the fuel quantity Q and these deviations are at least largely eliminated, the deviations between the individual torques M and the uneven operation L ) Can be inferred, among other things, from deviations between fresh gas charges (mg). In this case,

) Have a relatively small effect on the differences between the torques or on the non-uniform operation (L).

In a further method embodiment step 52 is provided in which the differences or non-uniform actuation (L) between specific cylinder torques M are reduced. In this case, for example, a fuel quantity Q is generated for the combustion chamber 12 which generates a relatively small torque M as compared with other combustion chambers 12 and accordingly causes an uneven operation L of the internal combustion engine 10. [ Can be increased. However, since the increase of the fuel quantity Q, particularly at the start-up of the internal combustion engine 10 and at the small load of the internal combustion engine 10, may result in the emission of toxic substances, The fuel quantity Q is changed only when the internal combustion engine 10 is not in the starting process and / or when the load of the internal combustion engine is greater than or equal to the preset minimum value. A total torque Mg, for example, as the magnitude with respect to the load of the internal combustion engine 10 can be provided. In such a case, the minimum value will correspond to the minimum total torque.

)이 조정되며, 이 연소실의 토크(M)와, 희망하는 토크 또는 다른 연소실(12)이 발생시키는 토크(M) 사이에 편차가 생긴다. 이와 같은 방식으로 개별 연소실들(12)의 토크(M)의 균형이 적어도 거의 달성될 수 있다.It is also contemplated that the ignition angle of the same combustion chamber 12 as a further or alternative alternative to the change of the fuel quantity Q in a step 52 of compensating for the other torques M or reducing the non- (

And a deviation occurs between the torque M of the combustion chamber and the desired torque M or the torque M generated by the other combustion chamber 12. [ In this way, the balance of the torque M of the individual combustion chambers 12 can be at least nearly attained.

)과 분사되는 연료량(Q) 사이 관계와 관련하여 편차가 생길 수도 있다. 그러므로 개방 시간(

)에 다른 연소실들(12) 안으로 분사되는 연료량(Q)이 다르다. 이런 편차는 분사 밸브(14)의 마모 때문에 또는 분사 밸브(14)의 침착물, 특히 매연의 침착물 또는 코킹에 의해 야기될 수 있다. 이런 편차는 적응 과정(A)에 의해 보상될 수 없는데, 적응 과정(A)은 분사 지속 시간(

)과 분사 밸브(14)의 실제 개방 시간(

) 사이 관계와 관련한 편차만을 검출할 수 있기 때문이다.In some cases, the effective opening time (< RTI ID = 0.0 >

) And the amount of fuel Q to be injected. Therefore,

The amount Q of fuel injected into the other combustion chambers 12 is different. This variation can be caused by wear of the injection valve 14 or by deposition of the injection valve 14, particularly by soot deposition or caulking. This deviation can not be compensated for by the adaptation process (A), where adaptation process (A)

The actual opening time) and the injection valve 14 (

) Can be detected.

)를 가지는 다중 분사로 전환이 이루어지는 때, 이들 편차가 확정될 수 있다. 이 경우 분사 임펄스(

)는 바람직하게는 매우 작은 탄도 값들을 갖는다.Is controlled by the control device 22 in step 54 so that two or more injection impulses (not shown)

), These deviations can be fixed. In this case, the injection impulse (

) Preferably have very small trajectory values.

) 또는 유효 개방 시간(

)이 정확하게 적응되고 이어서 토크 편차들이 제거되었으면, 다중 분사로의 전환으로부터 토크 편차가 발생하지 않을 것이다. 그럼에도, 그런 경우가 생기면, 지연 시간(

)의 적응(A)에 오류가 있음이 충분한 확실성을 갖는다. 또한, 특정 실린더 토크(M)의 편차에 대해 문턱값이 사전 설정되며, 문턱값의 초과 시에 실린더에 대한 입력이 에러 메모리 안으로 이루어진다.In a subsequent step 55 again, similar to step 48, a specific cylinder torque is detected. If in the preceding step 32 the delay time (

) Or effective open time (

) Is correctly adapted and then the torque deviations have been eliminated, no torque deviation will occur from the switching of multiple injection paths. Nevertheless, where if that is the case, the delay time (

) Is sufficiently reliable that there is an error in adaptation (A). Further, a threshold value is preset for the deviation of the specific cylinder torque M, and when the threshold value is exceeded, the input to the cylinder is made into the error memory.

The steps 36 to 46 may also be repeated during the operation of the internal combustion engine 10 at the time of entering the specific operating states of the internal combustion engine 10 or during the changes between the operating states at steps 48 to 54, . ≪ / RTI > Whether the analysis of any kind, namely the analysis of the signal of the lambda sensor 20 at steps 36 to 46 or the torque M at steps 48 to 54, is most dependent on the configuration of the internal combustion engine 10 , And the operating conditions that can be used for diagnosis. A preset of freely selectable load and speed thresholds, queried in step 56, may also be conceived and then the appropriate manner of analysis is selected.

The specific combustion chamber air ratio? Is not analyzed for the individual combustion chambers 12 in the embodiment not shown. In this case, steps 36 to 46 can be eliminated.

In other embodiments not shown in the drawings, the specific combustion chamber torque is not analyzed. In this case, steps 48-54 may be eliminated.

For two classes of analysis (36 to 46 or 48 to 55), the error input in the error memory is applied when the preset threshold is exceeded.

Claims (7)

The delay time of the injection valve 14 of the internal combustion engine 10

) Of the injection valve (14) with respect to the at least one injection valve (14), characterized in that the injection duration

) Is the injection duration time (

) And effective open time (

) Of the injection valve 14 in such a way that the tolerances of the injection valve 14 associated with the relationship between the effective opening time

(A) a method of monitoring the adaptation of the delay time of an injection valve of an internal combustion engine, the method comprising:
A specific combustion chamber air ratio l is adjusted for one or more combustion chambers 12 or a specific combustion chamber torque M is detected for one or more combustion chambers 12,

(X) of partial opening times

Characterized in that a change in the air ratio (?) Or a change in the torque (M) caused by the division of the torque (M) is used to monitor the adaptation (A). The method according to claim 1, wherein a plurality of partial opening times (x)

Characterized in that each change of the injection valve is used for monitoring. 3. The method according to claim 1 or 2, wherein a plurality (x) of partial opening times

(X) of the injection valve of the internal combustion engine increases. Method according to any one of the preceding claims, characterized in that the analytical method can be freely selected. A method for monitoring the adaptation of the delay time of an injection valve of an internal combustion engine. 1. An electric storage medium for a control device (22) of an internal combustion engine (10)
An electrical storage medium characterized in that the computer program for application to the method according to any one of the preceding claims is stored in an electrical storage medium. In the control device (22) for the internal combustion engine (10)
Characterized in that it is programmed for application to the method according to any one of the preceding claims. delete

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