WO1999067525A1 - Egalisation des contributions des cylindres individuels a la creation du couple dans un moteur a combustion multicylindre - Google Patents

Egalisation des contributions des cylindres individuels a la creation du couple dans un moteur a combustion multicylindre Download PDF

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Publication number
WO1999067525A1
WO1999067525A1 PCT/DE1999/001823 DE9901823W WO9967525A1 WO 1999067525 A1 WO1999067525 A1 WO 1999067525A1 DE 9901823 W DE9901823 W DE 9901823W WO 9967525 A1 WO9967525 A1 WO 9967525A1
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
cylinders
specific
correction
operating point
Prior art date
Application number
PCT/DE1999/001823
Other languages
German (de)
English (en)
Inventor
Stephan Uhl
Stefan Miller
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 WO1999067525A1 publication Critical patent/WO1999067525A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode

Definitions

  • the invention relates to the equality of the contributions of the individual cylinders to the total torque of an internal combustion engine.
  • This can be, for example, an Otto or a diesel engine.
  • the actual torque of a cylinder is recorded by evaluating the chronological course of the crank or
  • a torque correction takes place via an intervention on at least one of the quantities of fuel injected, ignition timing in the gasoline engine,
  • injection position refers to the angular position of an injection pulse to a reference point, for example the top dead center of the piston of a cylinder in its combustion cycle.
  • a method for cylinder alignment is already known from EP 140 065.
  • segment times are recorded in the known methods. Segment times are the times in which the crankshaft or camshaft covers a predetermined angular range that is assigned to a specific cylinder. The smoother the engine runs, the smaller the differences between the segment times of the individual cylinders. From the segment times mentioned can therefore be a measure of the uneven running of the engine.
  • a control is assigned to each cylinder of the internal combustion engine, to which an actual cylinder uneven running value is fed as an input signal. The rough running values of several cylinders are averaged to form the control setpoint. The mean value serves as the setpoint.
  • the controller influences the cylinder-specific injection time and thus the cylinder-specific torque contribution in such a way that the cylinder-specific uneven running value approaches the setpoint.
  • the object of the invention is to further optimize cylinder equality.
  • a cylinder equalization function particularly in the case of the direct-injection gasoline engine. This may be due to age-related changes in the flow characteristics of the high pressure injectors used in direct injection.
  • the smooth running of the engine can be improved, especially in lean operation.
  • the invention advantageously uses the uneven running values which are formed in the control unit anyway for misfire detection.
  • the formation of rough running values for misfire detection is known, for example, from US Pat. No. 5,861,553 (DE-OS 196 10 215). There will be as
  • Uneven running values LUT quotients are formed, in the numerator of which there are differences from successive segment times and whose denominator contains the third power of one of the segment times involved. This quotient can be weighted with other factors as well as with one Dynamic correction should be provided that takes into account changes in speed of the entire engine. With regard to the formation of uneven running values, the disclosure of the above-mentioned laid-open publication should be expressly included in this application. With the engine speed remaining the same and also with the speed dynamics, the sum of these rough running values formed by one camshaft revolution is zero. It is imperative to correct the mechanical errors of the segment time recording system (encoder wheel tolerance) during segment time recording in push mode, as these would otherwise be corrected.
  • the aim of cylinder equalization is to minimize the real cylinder-specific angular accelerations, i.e. the rough running values, with a control concept. Then the torque components of the cylinders are the same.
  • Fig. 1 shows the technical
  • Fig. 2 discloses a first one
  • FIG. 3 represents an embodiment of the invention supplemented by a further advantageous function.
  • FIG. 1 represents a gasoline engine with direct injection, which is symbolized by a high-pressure injection valve 2, which projects into the combustion chamber 3 of the engine. 1 also shows a sensor wheel 4, sensors 5 and 5a and a control unit implemented as an electronic control device 6, which receives signals from the sensors 5 and 5a and outputs an injection pulse width tik to a cylinder-specific high-pressure injection valve.
  • the injection pulse width is formed on the basis of further signals, for example via the amount of intake air, speed, temperatures, etc., which is known in detail to the person skilled in the art.
  • the invention shown here relates to a correction of the injection pulse widths.
  • cylinder-specific uneven running values are formed in the electronic control device and processed into correction values, which influence the torque and thus the temporal course of the rotation of the encoder wheel 4 via a calculation into the cylinder-specific injection times.
  • the block 2.1 shows a structure of the function for forming the corrected injection times.
  • the signal 5a can, for example, indicate the top dead center in the combustion stroke of the first cylinder as the limit between two working cycles of a 4-stroke internal combustion engine.
  • the signal 5 provides an angle information about the current angle of rotation of the
  • block 2.1 determines segment times ts, which are assigned to the individual cylinders.
  • the cylinder-specific filtered uneven running values FLUT are compared with a nominal value, which can also be zero, which is symbolized by the number 2.4.
  • the uneven running values can also be made available to the controller unfiltered.
  • the filtered Uneven running values are used for slow control interventions and the unfiltered uneven running values are used for fast interventions by the controller.
  • Positive LUT values or FLUT values represent a deceleration, negative ones an acceleration of the crankshaft due to combustion in a cylinder.
  • the amount of the LUT value (FLUT value) is the direct measure of the control deviation, which must be eliminated.
  • a PI controller can be used for this.
  • Blocks 2.4 and 2.5 together represent a PI controller R1 for cylinder No. 1.
  • the output variable of the controller is linked with a pilot control value from block 2.6 to form a manipulated variable R1.
  • further PI controllers R2 to Rz generate manipulated variables r2 to rz for all z cylinders of the internal combustion engine. These manipulated variables are fed to block 2.7.
  • control manipulated variables can also be formed using pattern recognition. Cylinders that give a lot or little torque can express five different typical behavior patterns in the four-cylinder:
  • a positive LUT value is followed by three negative LUT values. This means that the cylinder with the positive LUT value does not deliver enough torque.
  • the lengthening or shortening is calculated so that the total amount of fuel is not affected, i.e. that the lambda value of the mixture with which the engine is operated is not changed. This is the function of block 2.7 in
  • Fig. 2 This concept is used, for example, for lean control in the specified lambda value and maximum smoothness or minimal smoothness.
  • the running limit is the uneven running, at which just stable burns take place, for example in homogeneous lean operation.
  • the concept of homogeneity refers to the spatial variation of the Mixture composition in the combustion chamber: This is small in homogeneous operation.
  • stratified operation in which the composition of the mixture in the combustion chamber is not homogeneous, but is, for example, more fuel-rich near the spark plug than at some distance from it.
  • This running limit can be detected using the above method and regulated if necessary. With this concept, the total lambda changes, so it is not a matter of lean regulation, but of an individual cylinder
  • Block 2.7 can be omitted in this implementation.
  • the ignition angles of an engine are stored in characteristic maps that apply to all cylinders.
  • the regulation can therefore be designed so that an attempt is first made to compensate for a torque that is too low by means of an earlier ignition angle.
  • the torque delivered can also be changed in shift operation by varying the injection position.
  • the main components of the function are the cylinder-specific PI controllers, which are identical in their structure and which regulate the filtered uneven running values FLUT buw LUT of the individual cylinders to zero.
  • the PI control process only takes place in shift operation. In other words: the cylinder equalization function is only active in shift operation.
  • Block 2.7 has the following function: Standardization of the PI controller outputs ensures that the sum of the injection times of all cylinders remains constant and is not changed by numerical errors or errors caused by the process. Ideally, the buzzer of all I components of the controller is already zero, the resulting unequal component is evenly distributed to the other cylinders. The sum of all standardized controller outputs is zero and the sum of all injection times remains constant even with the controller interventions. An error bit is set if there is a controller intervention at the upper or lower stop.
  • the operating point is defined, among other things, by the quantity and composition of the cylinder filling.
  • the operating point shift is corrected in the operating point adaptation essential to the invention: the operating point is tracked to the intact cylinders.
  • the basis is the assumption that the behavior of the majority of the valves characterizes the intact cylinders, so that only operating point drifts can be adapted due to the failure of a single valve.
  • the signing of each standardized controller output and its sum formation can be used to decide whether the operating point must be corrected with a global factor up or down. Global means in this
  • the operating point adaptation factor is only slow and must be done much more slowly than the PI controllers.
  • the four PI controllers now distribute the output injection times to the cylinders while maintaining the sum of all injection times until they are equal. Equality shows here that the different cylinders have the same rough running values. The following injection correction factor distribution then occurred:
  • cylinder 1 converts 24% more fuel into the torque, so that the PI controllers react with the following redistribution:
  • This procedure has the following advantage: Without the operating point adaptation, the cylinder concerned is enriched when the flow of a valve is reduced. At the same time, the other intact cylinders are leaned by the same amount. This shift in the operating points of the intact cylinders can result in the operating points drifting from areas of stable combustion to areas of unstable combustion. This is counteracted by the operating point adaptation measure: It ensures stratified combustion stability when a single valve defect is detected by returning the operating point of the intact cylinders by means of global enrichment or leaning.
  • the operating point-adapted and normalized control variables are linked with provisional values ti for injection pulse widths to cylinder-individually corrected injection pulse widths tik for the high-pressure injection valves 2a to 2c.
  • the preliminary values for the injection pulse widths are provided by block 2.9.
  • FIG. 3 The subject of FIG. 3 is based on the subject of FIG. 2 and supplements it.
  • Each PI controller advantageously has a pilot control map 3.1, which is determined adaptively while driving. It reflects that cylinder-specific differences in the high-pressure injection valves and the uneven distribution in the pressure curve of the fuel rail. Depending on whether there is stratified or homogeneous operation, either the pilot control to relieve the PI controller and the dynamic improvement is included, or the factor determined from the pilot control indicators is used for the injection time correction for homogeneous operation.
  • the controller output variable is constant over time in homogeneous operation.
  • the PI controller does not operate in homogeneous mode, the cylinder equalization function is passive.
  • the switchover is controlled by block 2.10 and carried out with switch 2.11. Switch 2.11 is closed in shift operation and opened in homogeneous operation.
  • the pilot control map 3.1 has X speed and Y load points. A 4-point interpolation is used to determine a pilot value for each speed / load point.
  • the adaption of the pre-control indicators takes place with the adaption clock on average 3.2, which can be implemented as a low-pass filter, for example.
  • the step size of the adaptation depends on the current difference between feedforward control and controller intervention. This difference is zero if the feedforward control corresponds exactly to the outputs of the PI controller.
  • the method is based on the fact that the sum of the rough running values over two crankshaft revolutions is zero. However, due to numerical errors and speed dynamics, this sum is slightly positive and therefore, in the long term, ie in periods longer than 15 minutes, the I components of the PI controllers of the individual cylinders slowly run together against the upper stop. This is avoided by a compensation integrator: by adding a method compensation value to the Actual values of all PI controllers are achieved depending on the status of the I components, ie their sum.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un système de commande électronique pour une grandeur qui corrige le fonctionnement irrégulier d'un moteur à combustion individuellement par cylindre. Ce système comporte un régulateur pour chaque cylindre, qui reçoit côté entrée un signal de fonctionnement irrégulier individuellement par cylindre et qui émet côté sortie un signal de correction individuellement par cylindre, qui est combiné avec la grandeur précitée. Les signaux de correction des cylindres individuels sont traités en commun de manière à réagir à un fonctionnement incorrect individuel de cylindre par des interventions de correction dans tous les cylindres, le décalage des points de fonctionnement dans les cylindres sans problème étant compensé par une autre correction agissant en sens inverse et concernant globalement tous les cylindres.
PCT/DE1999/001823 1998-06-25 1999-06-23 Egalisation des contributions des cylindres individuels a la creation du couple dans un moteur a combustion multicylindre WO1999067525A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19828279.6 1998-06-25
DE1998128279 DE19828279A1 (de) 1998-06-25 1998-06-25 Gleichstellung der zylinderindividuellen Drehmomentenbeiträge beim mehrzylindrigen Verbrennungsmotor

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WO1999067525A1 true WO1999067525A1 (fr) 1999-12-29

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DE (1) DE19828279A1 (fr)
WO (1) WO1999067525A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7703437B2 (en) 2006-06-07 2010-04-27 Bayerische Motoren Werke Aktiengesellschaft Electronic control device for controlling the internal combustion engine in a motor vehicle
US7836870B2 (en) 2006-09-20 2010-11-23 Bayerische Motoren Werke Aktiengesellschaft Method for controlling an internal combustion engine of a motor vehicle
CN102345522A (zh) * 2010-08-03 2012-02-08 罗伯特·博世有限公司 用于对内燃机进行控制的方法和装置
DE102014220367A1 (de) * 2014-10-08 2016-04-14 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
CN102345522B (zh) * 2010-08-03 2016-12-14 罗伯特·博世有限公司 用于对内燃机进行控制的方法和装置

Families Citing this family (26)

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Publication number Priority date Publication date Assignee Title
DE19945813A1 (de) 1999-09-24 2001-03-29 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
DE10000872A1 (de) * 2000-01-12 2001-07-26 Bosch Gmbh Robert Verfahren zur Betriebseinstellung eines Verbrennungsmotors insbesondere eines Fahrzeugs
DE10000871A1 (de) * 2000-01-12 2001-08-02 Bosch Gmbh Robert Verfahren zur Eingangssignalkorrektur und zur Zylindergleichstellung an einem Verbrennungsmotor
DE10001274C2 (de) * 2000-01-14 2003-02-06 Bosch Gmbh Robert Verfahren zur Verbrennungsaussetzererkennung und Zylindergleichstellung bei Verbrennungsmotoren mit Klopfregelung
DE10001583C2 (de) * 2000-01-17 2002-03-21 Bosch Gmbh Robert Verfahren und Einrichtung zur Funktionsüberwachung eines Gasströmungssteuerorgans, insbesondere einer Drallkappe, bei einer Brennkraftmaschine
DE10006161A1 (de) 2000-02-11 2001-08-23 Bosch Gmbh Robert Verfahren und Einrichtung zur Bestimmung zylinderindividueller Unterschiede einer Steuergröße bei einer mehrzylindrigen Brennkraftmaschine
DE10009065A1 (de) 2000-02-25 2001-09-13 Bosch Gmbh Robert Verfahren und Einrichtung zur Steuerung einer mehrzylindrigen Brennkraftmaschine
DE10011690C2 (de) * 2000-03-10 2002-02-07 Siemens Ag Verfahren zur Zylindergleichstellung
DE10012025A1 (de) 2000-03-11 2001-10-18 Bosch Gmbh Robert Verfahren zum Betreiben einer mehrzylindrigen Brennkraftmaschine
US6516780B2 (en) 2000-11-13 2003-02-11 Siemens Vdo Automotive Corporation System and method for optimizing engine performance
DE10153520A1 (de) * 2001-10-30 2003-05-22 Bosch Gmbh Robert Verfahren und Vorrichtung zum Auslesen von Daten eines Kraftstoffzumesssystems
DE10153522A1 (de) * 2001-10-30 2003-05-22 Bosch Gmbh Robert Verfahren und Vorrichtung zum Auslesen von Daten eines Kraftstoffzumesssystems
DE10232806B4 (de) * 2002-07-19 2008-10-30 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung oder Regelung einer Betriebsgröße einer Brennkraftmaschine
DE10304245B3 (de) * 2003-02-03 2004-07-15 Siemens Ag Verfahren zur Adaption einer Signalabtastung von Lambdasondensignalwerten bei einer Mehrzylinder-Brennkraftmaschine
DE10333994B4 (de) * 2003-07-25 2015-04-30 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE10339251B4 (de) * 2003-08-26 2015-06-25 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
JP4492532B2 (ja) 2005-12-26 2010-06-30 株式会社デンソー 燃料噴射制御装置
DE102007020964A1 (de) 2007-05-04 2008-11-06 Robert Bosch Gmbh Verfahren zur Zylindergleichstellung einer Brennkraftmaschine
DE102007044614B3 (de) * 2007-09-19 2009-04-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102008042303A1 (de) 2008-09-24 2010-04-01 Robert Bosch Gmbh Steuereinrichtung
DE102009000105A1 (de) 2009-01-09 2010-07-15 Robert Bosch Gmbh Vorrichtung und Verfahren zur Diagnose einer Brennkraftmaschine, Computerprogramm, Computerprogrammprodukt
DE102009000134B4 (de) 2009-01-09 2019-12-05 Robert Bosch Gmbh Vorrichtung und Verfahren zur Zylindergleichstellung einer Brennkraftmaschine, Computerprogramm, Computerprogrammprodukt
DE102009027822A1 (de) 2009-07-20 2011-01-27 Robert Bosch Gmbh Verfahren zur Bestimmung einer Zylindervertrimmung
DE102010051034A1 (de) 2010-11-11 2012-05-16 Daimler Ag Verfahren zur Bestimmung einer Art eines Luft-Kraftstoff-Gemisch-Fehlers
DE102011075151A1 (de) 2011-05-03 2012-11-08 Robert Bosch Gmbh Einrichtung zur Steuerung einer Brennkraftmaschine
DE102015203458B3 (de) * 2015-02-26 2016-05-12 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine

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EP0140065A1 (fr) * 1983-10-04 1985-05-08 Robert Bosch Gmbh Dispositif électronique de commande de la quantité de combustible d'un moteur à combustion interne
EP0353216A1 (fr) * 1988-07-04 1990-01-31 Automotive Diesel Gesellschaft m.b.H. Appareil de commande et régulation du moteur à combustion d'un véhicule
DE4414727A1 (de) * 1993-04-27 1994-11-03 Hitachi Ltd Steuerverfahren und Steuereinheit für Brennkraftmaschinen
DE4319677A1 (de) * 1993-06-14 1994-12-15 Bosch Gmbh Robert Verfahren und Vorrichtung zur Regelung der Laufruhe einer Brennkraftmaschine
WO1995027848A1 (fr) * 1994-04-12 1995-10-19 Siemens Automotive S.A. Procede de detection des irregularites de combustion d'un moteur a combustion interne
EP0728929A2 (fr) * 1995-02-25 1996-08-28 Honda Giken Kogyo Kabushiki Kaisha Système de commande du dosage de carburant pour moteur à combustion interne

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Publication number Priority date Publication date Assignee Title
EP0140065A1 (fr) * 1983-10-04 1985-05-08 Robert Bosch Gmbh Dispositif électronique de commande de la quantité de combustible d'un moteur à combustion interne
EP0353216A1 (fr) * 1988-07-04 1990-01-31 Automotive Diesel Gesellschaft m.b.H. Appareil de commande et régulation du moteur à combustion d'un véhicule
DE4414727A1 (de) * 1993-04-27 1994-11-03 Hitachi Ltd Steuerverfahren und Steuereinheit für Brennkraftmaschinen
DE4319677A1 (de) * 1993-06-14 1994-12-15 Bosch Gmbh Robert Verfahren und Vorrichtung zur Regelung der Laufruhe einer Brennkraftmaschine
WO1995027848A1 (fr) * 1994-04-12 1995-10-19 Siemens Automotive S.A. Procede de detection des irregularites de combustion d'un moteur a combustion interne
EP0728929A2 (fr) * 1995-02-25 1996-08-28 Honda Giken Kogyo Kabushiki Kaisha Système de commande du dosage de carburant pour moteur à combustion interne

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7703437B2 (en) 2006-06-07 2010-04-27 Bayerische Motoren Werke Aktiengesellschaft Electronic control device for controlling the internal combustion engine in a motor vehicle
US7836870B2 (en) 2006-09-20 2010-11-23 Bayerische Motoren Werke Aktiengesellschaft Method for controlling an internal combustion engine of a motor vehicle
CN102345522A (zh) * 2010-08-03 2012-02-08 罗伯特·博世有限公司 用于对内燃机进行控制的方法和装置
CN102345522B (zh) * 2010-08-03 2016-12-14 罗伯特·博世有限公司 用于对内燃机进行控制的方法和装置
DE102014220367A1 (de) * 2014-10-08 2016-04-14 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine

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