WO2002018767A1 - Verfahren zur gemischadaption bei verbrennungsmotoren mit benzindirekteinspritzung - Google Patents
Verfahren zur gemischadaption bei verbrennungsmotoren mit benzindirekteinspritzung Download PDFInfo
- Publication number
- WO2002018767A1 WO2002018767A1 PCT/DE2001/003226 DE0103226W WO0218767A1 WO 2002018767 A1 WO2002018767 A1 WO 2002018767A1 DE 0103226 W DE0103226 W DE 0103226W WO 0218767 A1 WO0218767 A1 WO 0218767A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- adaptation
- dependent
- mixture
- temperature
- operating mode
- Prior art date
Links
- 230000006978 adaptation Effects 0.000 title claims abstract description 91
- 239000000203 mixture Substances 0.000 title claims abstract description 40
- 238000000034 method Methods 0.000 title claims abstract description 20
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 17
- 238000002347 injection Methods 0.000 title description 11
- 239000007924 injection Substances 0.000 title description 11
- 239000000446 fuel Substances 0.000 claims abstract description 31
- 230000004913 activation Effects 0.000 claims abstract description 8
- 230000007935 neutral effect Effects 0.000 claims abstract description 6
- 230000001419 dependent effect Effects 0.000 claims description 45
- 230000000996 additive effect Effects 0.000 claims description 5
- 230000007774 longterm Effects 0.000 claims description 4
- 230000008569 process Effects 0.000 abstract description 3
- 230000015572 biosynthetic process Effects 0.000 description 17
- 230000000694 effects Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 239000000523 sample Substances 0.000 description 3
- 230000003313 weakening effect Effects 0.000 description 3
- 230000006399 behavior Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000003745 diagnosis Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000003044 adaptive effect Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
- 238000001228 spectrum Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
-
- 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
- F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
-
- 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
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
-
- 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
- F02D41/2454—Learning of the air-fuel ratio control
-
- 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
- F02D41/3029—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 further comprising a homogeneous charge spark-ignited mode
Definitions
- Leakage air influences have an additive effect per unit of time and errors in the compensation of the retarding of the injection valves have an additive effect per injection. According to legal regulations, emissions-related errors should be recognized with on-board means and, if necessary, an error lamp should be activated.
- the mixture adaptation is also used for fault diagnosis. If, for example, the corrective action of the adaptation is too great, this indicates an error.
- the measured lambda value deviates from the physically available lambda value in engines with gasoline direct injection mainly in stratified operation over the service life, the sample distribution and in the case of non-regulated probe heating.
- the adaptation in shift operation is not expedient. For the adaptation, therefore, a switch is made to homogeneous operation and the mixture adaptation is activated.
- the engine In shift operation, the engine is operated with a strongly stratified cylinder charge and a large excess of air in order to achieve the lowest possible fuel consumption.
- the stratified charge is achieved by means of a late fuel injection, which ideally leads to the combustion chamber being divided into two zones: the first zone contains a combustible air-fuel mixture cloud on the spark plug. It is surrounded by the second zone, which consists of an insulating layer of air and residual gas.
- the potential for optimizing consumption results from the possibility of avoiding the engine To operate charge exchange losses largely unthrottled. Shift operation is preferred at a comparatively low load.
- the engine is operated with a homogeneous cylinder charge.
- the homogeneous cylinder filling results from early fuel injection during the intake process. As a result, there is more time available for mixture formation until combustion.
- the potential of this operating mode for performance optimization results, for example, from the use of the entire combustion chamber volume for filling with a combustible mixture.
- the engine temperature must have reached the switch-on temperature threshold and the lambda sensor must be ready for operation.
- the current values of load and speed must lie in certain areas in which learning takes place. This is known for example from US 4,584,982.
- Homogeneous operation must also exist. According to the known program, the switchover from shift operation to homogeneous operation does not depend on whether there is an error in the system.
- the invention aims to increase the period in which the engine can be operated in a shift-optimal manner.
- Switching to homogeneous operation for diagnosis reduces the consumption advantage of direct petrol injection, since homogeneous operation is less fuel-efficient than shift operation. Switching to homogeneous operation increases the Fuel consumption is therefore unnecessary if there is no fault. It should be avoided as far as possible without worsening the discovery of emissions-related errors.
- a method for compensating for mismatches in the precontrol of a fuel metering (adaptation) for an internal combustion engine is disclosed, which is operated in the at least two different operating modes homogeneous operation and stratified operation
- One embodiment provides that the short-term mixture adaptation below the minimum temperature of the area-dependent adaptation is activated.
- Another embodiment provides that the minimum temperature of the area-dependent adaptation is greater than or equal to 70 ° Celsius.
- Another embodiment provides that the short-term mixture adaptation is activated for a time in the range of approximately 10 to 20 seconds.
- a further embodiment provides that the physical urgency is withdrawn when the error in the normal range-dependent mixture adaptation has been learned, so that the range-dependent mixture adaptation is released by the engine control program under normal urgency.
- a further embodiment provides that the value of the temperature-dependent short-term adaptation is maintained when the car is parked and is reset during the initialization phase after the next start by the value learned in the context of the normal range-dependent mixture adaptation.
- Another embodiment provides that the operating parameter-dependent (range-dependent) mixture adaptation has a multiplicative and / or additive effect on the fuel metering.
- Another embodiment provides that the deviation of the current temperature-dependent adaptation factor from a long-term adaptation factor is formed to form the suspected error.
- the invention is also directed to an electronic control device for carrying out at least one of the methods and embodiments specified above.
- An essential part of the invention is a short-term mixture adaptation, which also outside the normal switch-on conditions of the adaptation, in particular below the minimum temperature of the region-dependent adaptation.
- the short-term mixture adaptation is only activated for a very short time in the range of approximately 10 to 20 seconds. If there is an error, the correction value of the short-term temperature-dependent adaptation will deviate from its neutral value.
- the deviation increases the urgency of the normal mixture adaptation as part of the operating mode control program. If their running conditions are then fulfilled, the normal mixture adaptation is started comparatively quickly.
- the physical urgency is withdrawn and the range-dependent mixture adaptation only runs when it is released by the engine control program under normal urgency. Since the temperature-dependent short-term adaptation retains its value when the car is parked and is incorrect again in the adapted state the next time it is started, it is reset during the initialization phase after the next start by the value learned as part of the normal area-dependent GemiSchad adaption.
- the maximum of the integrator is corrected downwards or upwards depending on the learned error, so that, for example, only 5% correction is allowed for a 20% learned error ,
- the switchover to homogeneous operation takes place only at long intervals.
- the switchover to homogeneous operation which is less favorable in terms of consumption, is activated only very briefly and the temperature-dependent mixture adaptation is immediately activated if a fault is suspected. If there is no fault in the system, the mixture adaptation is activated less frequently, so that the period in which the engine can be operated in shift mode is optimized.
- FIG. 1 shows the technical environment of the invention.
- FIG. 2 illustrates the formation of a fuel metering signal on the basis of the signals from FIG. 1 and
- FIG. 3 discloses the formation of a temperature-dependent adaptation variable as used in the invention and
- FIG. 4 represents an embodiment of the invention in the form of functional blocks.
- FIG. 1 in FIG. 1 represents an internal combustion engine with an intake manifold 2, an exhaust pipe 3, a fuel metering device 4, sensors 5-8 for operating parameters of the engine and a control unit 9.
- the fuel metering device 4 can, for example, consist of an arrangement of injection valves for direct injection of There is fuel in the combustion chambers of the internal combustion engine.
- the sensor 5 supplies the control unit with a signal about the air mass ml sucked in by the engine.
- Sensor 6 provides an engine speed signal n.
- Sensor 7 provides the engine temperature T and sensor 8 provides a signal Us about the exhaust gas composition of the engine.
- the control unit forms, in addition to further manipulated variables, the fuel metering signals ti for controlling the fuel metering means 4 such that a desired behavior of the engine, in particular a desired exhaust gas composition, is established.
- FIG. 2 shows the formation of the fuel metering signal.
- Block 2.1 represents a map, which is determined by the speed n and the relative air charge rl is addressed and the pilot control values rk for the formation of the fuel metering signals are stored.
- the relative air filling rl is related to a maximum filling of the combustion chamber with air and thus to a certain extent indicates the fraction of the maximum combustion chamber or cylinder filling. It is essentially formed from the signal ml, rk corresponds to the fuel quantity assigned to the air quantity rl.
- Block 2.2 shows the known multiplicative lambda control intervention.
- a mismatch in the amount of fuel to the amount of air is shown in the signal Us of the exhaust gas probe.
- a controller 2.3 forms the control manipulated variable fr, which reduces the mismatch via the intervention 2.2.
- the metering signal for example a trigger pulse width for the injection valves, can already be formed from the signal corrected in this way in block 2.4.
- Block 2.4 thus represents the conversion of the relative and corrected fuel quantity into a real control signal taking into account fuel pressure, injector geometry, etc.
- Blocks 2.5 to 2.9 represent the known operating parameter-dependent (area-dependent) mixture adaptation, which can have a multiplicative and / or additive effect.
- the circle 2.9 should represent these 3 possibilities.
- the switch 2.5 is opened or closed by the means 2.6, wherein the means 2.6 are supplied with operating parameters of the internal combustion engine, such as temperature T, air mass ml and speed n. Means 2.6 in connection with the switch 2.5 thus enables an activation of the three mentioned adaptation options depending on the operating parameter range.
- the formation of the Adaptation intervention fra on the fuel metering signal formation is illustrated by blocks 2.7 and 2.8. With switch 2.5 closed, block 2.7 forms the mean value frm of the control variable fr.
- Deviations of the mean value frm from the neutral value 1 are transferred from block 2.8 to the adaptation intervention variable fra.
- the control manipulated variable fr initially approaches 1.05 due to a mismatch in the precontrol.
- the deviation 0.05 from the value 1 is transferred from block 2.8 to the value fra of the adaptation intervention.
- fra then goes to 1.05, with the result that fr goes back to 1.
- the adaptation ensures that mismatches in the pilot control do not have to be corrected every time the operating point changes.
- This adaptation of the adaptation variable fra is carried out at high temperatures of the internal combustion engine, for example above a cooling water temperature of 70 ° Celsius with switch 2.5 then closed; Once adjusted, fra also affects the formation of the fuel metering signal when switch 2.5 is open.
- Block 3.1 supplies the deviation of the mean control manipulated variable frm from the value 1 to an integrator block 3.2.
- Block 3.3 activates the integrator for comparatively low engine temperatures T from an interval TMN ⁇ T ⁇ TMX.
- TMN as the lower interval limit can be, for example, 20 ° Celsuis;
- TMX as the upper interval limit can correspond, for example, to the temperature at which the conventional adaptation by closing the switch 2.5 is activated. A typical value for this temperature is 70 ° Celsius.
- the output value of the integrator with the value frak, provides a measure of the mismatch when the engine is comparatively cold.
- This value is used when the engine is cold
- Fuel metering signal formation is taken into account without there being any differences at high temperatures from the known adaptation when the engine is warm.
- ftk represents a multiplicative correction that varies between zero and one.
- the value zero results when the engine is warm, that is, when T> TMX.
- the minimum selection in block 3.7 returns the value TMX.
- Block 3.8 the difference between TMX and TMX is zero, which is fed to the quotient formation in block 3.9 as a counter.
- Block 3.8 accordingly delivers the value zero for the size of the temperature-dependent size ftk.
- the sum frat therefore has the value 1 and does not change the fuel metering signal formation when the engine is warm when the multiplicative link in block 2.10.
- ftk has a maximum weakening effect on frak.
- T zero "Celsius
- the minimum selection delivers the value zero and the subsequent quotient formation gives the value 1.
- ftk is then neutral and effective minimally weakening or not weakening to frak. To compensate for the addition of 1 in block 3.6 for this case, a subtraction of 1 takes place in block 3.4.
- the map 3.10 provides values K for the
- Integration speed in integrator 3.2 depends on values for drl and n. For example, K becomes smaller the larger drl.
- drl is the change in the intake air mass, which is particularly large, for example, in transitional operating states. In this way, mismatches have an effect
- Block 4.1 stands for the formation of the sizes frat and frak shown in FIG. 3.
- a long-term adaptation factor fratia is first formed in the area of the temperature-dependent mixture adaptation (block 4.2). To a certain extent, this is the proportion of the cold adaptation factor frak that is always with the engine cold occurs. If there is always a similar value, e.g. a value of 2.5%, for the temperature-dependent adaptation in the error-free state, this value does not indicate an error in any case. This always occurring value is saved in the control unit.
- the difference formation and the amount formation are represented by blocks 4.3 and 4.4. Then a comparison of dfrat with an error suspicion threshold FVLRAS (block 4.5) takes place. If this is exceeded, the condition B-fvlra is set in block 4.6 via a flip-flop.
- the suspected error corresponds to a high urgency for the normal adaptation that takes place when the engine is warm. Due to the high urgency that resulted from the setting of the suspected error in the context of the short-term temperature-dependent adaptation, as soon as the other switch-on conditions for the normal mixture adaptation exist, the system switches to homogeneous operation and the normal mixture adaptation is activated (block 4.7).
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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)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2002522660A JP2004507656A (ja) | 2000-09-01 | 2001-08-23 | ガソリン直噴装置を備えた内燃機関における混合気適合方法 |
DE50108335T DE50108335D1 (de) | 2000-09-01 | 2001-08-23 | Verfahren zur gemischadaption bei verbrennungsmotoren mit benzindirekteinspritzung |
EP01962668A EP1315894B1 (de) | 2000-09-01 | 2001-08-23 | Verfahren zur gemischadaption bei verbrennungsmotoren mit benzindirekteinspritzung |
US10/129,221 US6725826B2 (en) | 2000-09-01 | 2001-08-23 | Mixture adaptation method for internal combustion engines with direct gasoline injection |
KR1020027005547A KR20020068333A (ko) | 2000-09-01 | 2001-08-23 | 가솔린 직접 분사 내연 기관에서 혼합물 어댑션 방법 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10043093.7 | 2000-09-01 | ||
DE10043093A DE10043093A1 (de) | 2000-09-01 | 2000-09-01 | Verfahren zur Gemischadaption bei Verbrennungsmotoren mit Benzindirekteinspritzung |
Publications (1)
Publication Number | Publication Date |
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WO2002018767A1 true WO2002018767A1 (de) | 2002-03-07 |
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ID=7654635
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/DE2001/003226 WO2002018767A1 (de) | 2000-09-01 | 2001-08-23 | Verfahren zur gemischadaption bei verbrennungsmotoren mit benzindirekteinspritzung |
Country Status (8)
Country | Link |
---|---|
US (1) | US6725826B2 (de) |
EP (1) | EP1315894B1 (de) |
JP (1) | JP2004507656A (de) |
KR (1) | KR20020068333A (de) |
CN (1) | CN1388858A (de) |
DE (2) | DE10043093A1 (de) |
RU (1) | RU2002113751A (de) |
WO (1) | WO2002018767A1 (de) |
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2000
- 2000-09-01 DE DE10043093A patent/DE10043093A1/de not_active Withdrawn
-
2001
- 2001-08-23 DE DE50108335T patent/DE50108335D1/de not_active Expired - Lifetime
- 2001-08-23 KR KR1020027005547A patent/KR20020068333A/ko not_active Application Discontinuation
- 2001-08-23 WO PCT/DE2001/003226 patent/WO2002018767A1/de active IP Right Grant
- 2001-08-23 CN CN01802659A patent/CN1388858A/zh active Pending
- 2001-08-23 JP JP2002522660A patent/JP2004507656A/ja active Pending
- 2001-08-23 US US10/129,221 patent/US6725826B2/en not_active Expired - Fee Related
- 2001-08-23 RU RU2002113751/06A patent/RU2002113751A/ru not_active Application Discontinuation
- 2001-08-23 EP EP01962668A patent/EP1315894B1/de not_active Expired - Lifetime
Patent Citations (6)
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US4584982A (en) | 1983-11-12 | 1986-04-29 | Robert Bosch Gmbh | Arrangement for a fuel metering system for an internal combustion engine |
US5546918A (en) * | 1994-07-02 | 1996-08-20 | Robert Bosch Gmbh | Method of adjusting the composition of the operating mixture for an internal combustion engine |
JP2000073819A (ja) * | 1998-08-27 | 2000-03-07 | Unisia Jecs Corp | 内燃機関の蒸発燃料処理装置 |
US6176217B1 (en) * | 1998-08-27 | 2001-01-23 | Unisia Jecs Corporation | Fuel vapor processing apparatus and method of internal combustion engine |
DE19850586A1 (de) | 1998-11-03 | 2000-05-04 | Bosch Gmbh Robert | Verfahren zum Betreiben einer Brennkraftmaschine |
EP1081363A2 (de) * | 1999-09-01 | 2001-03-07 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine |
Non-Patent Citations (1)
Title |
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PATENT ABSTRACTS OF JAPAN vol. 2000, no. 06 22 September 2000 (2000-09-22) * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2007093537A1 (de) * | 2006-02-13 | 2007-08-23 | Continental Automotive Gmbh | Verfahren und vorrichtung zum betreiben einer brennkraftmaschine mit adaptiver lambda-regelung |
US8027779B2 (en) | 2006-02-13 | 2011-09-27 | Continental Automotive Gmbh | Method and device for operating an internal combustion engine having lambda control |
Also Published As
Publication number | Publication date |
---|---|
CN1388858A (zh) | 2003-01-01 |
EP1315894A1 (de) | 2003-06-04 |
US20030106522A1 (en) | 2003-06-12 |
KR20020068333A (ko) | 2002-08-27 |
DE50108335D1 (de) | 2006-01-12 |
DE10043093A1 (de) | 2002-03-14 |
EP1315894B1 (de) | 2005-12-07 |
US6725826B2 (en) | 2004-04-27 |
RU2002113751A (ru) | 2004-03-10 |
JP2004507656A (ja) | 2004-03-11 |
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