WO2004016928A1 - Method for controlling the injectors of a fuel measuring system in an internal combustion engine - Google Patents

Method for controlling the injectors of a fuel measuring system in an internal combustion engine Download PDF

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Publication number
WO2004016928A1
WO2004016928A1 PCT/DE2003/002003 DE0302003W WO2004016928A1 WO 2004016928 A1 WO2004016928 A1 WO 2004016928A1 DE 0302003 W DE0302003 W DE 0302003W WO 2004016928 A1 WO2004016928 A1 WO 2004016928A1
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WO
WIPO (PCT)
Prior art keywords
injection
injector
internal combustion
combustion engine
injectors
Prior art date
Application number
PCT/DE2003/002003
Other languages
German (de)
French (fr)
Inventor
Patrick Mattes
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.)
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Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2004016928A1 publication Critical patent/WO2004016928A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D41/3809—Common rail control systems
    • 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
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for controlling injectors of a fuel metering system of an internal combustion engine according to the preamble of claim 1.
  • a method for controlling an internal combustion engine in which the amount of fuel injected into the combustion chambers of the internal combustion engine and / or the start of delivery is determined by means of a pressure sensor, is disclosed, for example, in DE 44 15 640 AI.
  • a method for controlling a fuel metering system of an internal combustion engine in which a control duration of at least one electrically operated valve determines the amount of fuel to be injected, and in certain operating states the minimum control duration at which fuel is being injected is determined. Starting from a start value, the activation duration is increased or decreased, and the activation duration at which a change in a signal occurs is stored as the minimum activation duration.
  • Electrically operated injectors for fuel injection are used, for example, in so-called common rail systems. With the common rail accumulator injection, pressure generation and injection are decoupled. The injection pressure is generated independently of the engine speed and the injection quantity and is available for injection in the "rail". The injection timing and quantity are calculated in an electronic engine control unit and implemented by an injector on each cylinder of the internal combustion engine via a remote-controlled valve.
  • a quantity map is the relationship between the injection quantity, rail pressure and actuation time. As a result, despite the electrically defined control, each individual injector fills the combustion chamber with different amounts of fuel.
  • the injectors may only have very small tolerances with regard to the injection quantity during operation. These required small tolerances cannot be met due to the mechanical manufacturing tolerances.
  • the injectors are measured for their injection quantity at characteristic operating points after production and classified into classes.
  • the respective class must be known to the engine control unit during operation of the internal combustion engine, so that the control can be adapted to the special characteristics of the class in an injector-specific manner.
  • the class information is stored on the injector, for example by different coding, such as barcode, through resistors on the injector or through plain text on the injector.
  • control unit can read these values from the injector via an interface and use them in subsequent operation.
  • the injectors are now classified, for example, in such a way that the injectors are checked at several test points with regard to the injection quantity metering. This is preferably done in different operating states of the internal combustion engine.
  • the invention is therefore based on the problem of compensating for the quantity drift resulting over the running time of the injectors and thus minimizing the fuel consumption of the internal combustion engine over its running time.
  • Defective common rail injectors are also to be recognized in a simple manner.
  • This object is achieved in a generic method for controlling injectors of a fuel metering system of an internal combustion engine by the features of claim 1.
  • the method according to the invention thus creates a closed quantity control loop which is able to compensate for volume drifts occurring over the life of the common rail injectors.
  • the individual characteristic field of each injector is preferably changed on the basis of the stored correction values. In this way, the volume drifts of the injectors, which are dependent on the service life, are compensated for.
  • An advantageous embodiment provides that the correction is carried out at a predetermined number of operating points, preferably at a plurality of test points, in which an injector quantity comparison is carried out in a manner known per se.
  • the pressure can be detected, for example, by means of a rail pressure sensor. This has the advantage that a compensation of the quantity drifts is continuously possible during the operation of the vehicle. In another embodiment it is provided that the pressure in a pressure line of at least one injector is detected. It is advantageous here that a rail pressure sensor can be dispensed with. In this case, a quantity correction or a defective injector is replaced when the engine is being serviced.
  • Fig. 2 schematically shows the voltage applied to a common rail injector, the injection rate and the rail pressure recorded in a line of the common rail injector over time.
  • the arrangement comprises a high-pressure pump 10, which is connected to the high-pressure accumulator ("rail") 14 via a high-pressure line 12.
  • the high-pressure accumulator 14 is connected to injectors 18 via further high-pressure lines.
  • a high-pressure line 16 and an injector 18 are shown.
  • the injector 18 is installed in an internal combustion engine of a motor vehicle.
  • the system shown is controlled by an engine control unit 20.
  • the injector 18 is controlled by the engine control unit 20.
  • a device 22 for storing information which relates individually to the injector 18 is provided on the injector 18.
  • the information which is stored in the device 22 can be taken into account by the engine control unit 20, so that each injector 18 can be controlled individually.
  • the information is preferably correction values for the quantity map of the injector 18.
  • the device 22 for storing the information can be used, for example, as a data store or as one or more electrical resistors, as a barcode, by means of alphanumeric encryption or the like, or else by one Integrated semiconductor circuit arranged injector 18 can be realized.
  • the engine control unit 20 can also have an integrated semiconductor circuit for evaluating the information stored in the device 22.
  • the injection quantity metered by each injector 18 is determined as a function of the rail pressure in a map that is stored in the engine control unit 20, the map being determined on the basis of several test points that correspond to different operating states of the internal combustion engine. A quantity comparison is carried out in a manner known per se at these test points.
  • the injection quantity is now determined by the injection duration of the injector, that is the time that elapses between the start of injection and the end of injection. In order to enable fuel quantity to be measured in the entire operating range of the internal combustion engine and the injector, the adjustment values are interpolated between the support points defined by the test points.
  • the rail pressure is detected, for example by a pressure sensor 30 arranged in the high pressure line 16, the output signal of which is fed to the engine control unit and / or a modified rail pressure sensor, the output signal of which is also fed to the engine control unit 20.
  • FIG 2 schematically shows the voltage applied to the common rail injector 18, the injection rate and the pressure in the high pressure line 16 detected by the pressure sensor 30.
  • the injection process begins after a time t1 and ends again after a time t2 (see the injection rate versus time curve). Both the start of injection and the end of injection can be determined by measuring the line pressure.
  • An injection in fact triggers a pressure wave, as shown in FIG. 2 below, a significant increase in pressure being observed when the needle of the common rail injector is closed.
  • the opening of the needle of the common rail injector and its closing are therefore by measuring the pressure in the common rail high-pressure line, for example by a sensor 30 arranged therein, and / or also by measuring by a pressure sensor arranged in the high-pressure accumulator 14 32 detectable.
  • the detection takes place at predefinable operating points of the common rail injector, preferably at anyway Quantity comparison used test points (pre-injection, emission point, idling, full load).
  • the start of injection and the end of injection are compared with the start of injection signal and the end of injection signal output by the pressure sensor 30, and in the event of a deviation the start of injection and the duration of injection are varied such that the deviation of the start of injection and the end of injection from that stored injection start and the stored injection end disappears.
  • the individual characteristic map of the injector which is stored in the engine control unit 20, is preferably changed (corrected), so that it is ensured that the target injection quantity is injected into the combustion chamber of the internal combustion engine over the entire service life of the injector ,
  • the optional arrangement of the pressure sensor 30 in the high pressure line 16 has the advantage that a correction of the start of injection and the injection duration is possible during maintenance work. Defective injectors can also be found and replaced in this way.
  • the arrangement of the pressure sensor 30 permanently in the pressure line and / or the arrangement of the pressure sensor 32 in / on the high-pressure accumulator 14 has the advantage that a correction of the start of injection and the injection duration during operation of the vehicle is possible online, so that any quantity drift that may occur of the injector can be corrected continuously.

Abstract

A method for controlling the injectors of a fuel measuring system in an internal combustion engine, wherein the beginning of injection on, the end of injection and the injection time arising therefrom which acts as a measure for the injected amount of fuel, is determined by a pressure sensor. The inventive method is characterized by the following steps: the beginning of injection and the end of injection are compared at least at one operating point of said internal combustion engine with the values of the beginning of injection and end of injection of said operating point which are preferably stored in an individual characteristic map. If a deviation occurs, the beginning of injection and/or the duration of injection is corrected in such a way that the deviation disappears and the correction values are stored.

Description

Verfahren zur Steuerung von Injektoren eines Kraftstoffzumeßsystems einer BrennkraftmaschineMethod for controlling injectors of a fuel metering system of an internal combustion engine
Stand der TechnikState of the art
Die Erfindung betrifft ein Verfahren zur Steuerung von Injektoren eines Kraftstoffzumeßsystems einer Brennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a method for controlling injectors of a fuel metering system of an internal combustion engine according to the preamble of claim 1.
Ein Verfahren zur Steuerung einer Brennkraftmaschine, bei dem mittels eines Drucksensors die in die Brennräume der Brennkraftmaschine eingespritzte Kraftstoffmenge und/oder der Förderbeginn ermittelt wird geht beispielsweise aus der DE 44 15 640 AI hervor.A method for controlling an internal combustion engine, in which the amount of fuel injected into the combustion chambers of the internal combustion engine and / or the start of delivery is determined by means of a pressure sensor, is disclosed, for example, in DE 44 15 640 AI.
Aus der DE 199 45 618 AI ist ein Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine bekannt, bei dem eine Ansteuerdauer wenigstens eines elektrisch betätigten Ventils die einzuspritzende Kraftstoffmenge festlegt und wobei in bestimmten Betriebszuständen die Mindestansteuerdauer ermittelt wird, bei der gerade Kraftstoff eingespritzt wird. Ausgehend von einem Startwert wird die Ansteuerdauer erhöht oder verringert, und es wird die Ansteu- erdauer, bei der eine Änderung eines Signals auftritt, als Mindestansteuerdauer gespeichert.From DE 199 45 618 AI a method for controlling a fuel metering system of an internal combustion engine is known, in which a control duration of at least one electrically operated valve determines the amount of fuel to be injected, and in certain operating states the minimum control duration at which fuel is being injected is determined. Starting from a start value, the activation duration is increased or decreased, and the activation duration at which a change in a signal occurs is stored as the minimum activation duration.
Elektrisch betriebene Injektoren zur Einspritzung von Kraftstoff werden beispielsweise in sogenannten Common-Rail-Systemen verwendet. Bei der Speichereinspritzung "Common-Rail" sind Druckerzeugung und Einspritzung entkoppelt. Der Einspritzdruck wird unabhängig von der Motordrehzahl und der Einspritzmenge erzeugt und steht im "Rail" für die Einspritzung bereit. Einspritzzeitpunkt und -menge werden in einem elektronischen Motor-Steuergerät berechnet und von einem Injektor an jedem Zylinder der Brennkraftmaschine über ein ferngesteuertes Ventil umgesetzt.Electrically operated injectors for fuel injection are used, for example, in so-called common rail systems. With the common rail accumulator injection, pressure generation and injection are decoupled. The injection pressure is generated independently of the engine speed and the injection quantity and is available for injection in the "rail". The injection timing and quantity are calculated in an electronic engine control unit and implemented by an injector on each cylinder of the internal combustion engine via a remote-controlled valve.
Derartige Injektoren besitzen aufgrund ihrer mechanischen Fertigungstoleranzen unterschiedliche Mengenkennfelder. Unter einem Mengenkennfeld ist die Beziehung zwischen Einspritzmenge, Raildruck und Ansteuerzeit zu verstehen. Dies hat zur Folge, daß trotz elektrisch definierter Steuerung jeder einzelne Injektor den Verbrennungsraum mit unterschiedlichen Mengen an Kraftstoff füllt.Such injectors have different quantity maps due to their mechanical manufacturing tolerances. A quantity map is the relationship between the injection quantity, rail pressure and actuation time. As a result, despite the electrically defined control, each individual injector fills the combustion chamber with different amounts of fuel.
Um nun einen möglichst geringen Kraftstoffverbrauch unter Einhaltung strenger Abgasnormen zu erreichen, dürfen die Injektoren im Betrieb nur sehr geringe Toleranzen im Hinblick auf die Einspritzmenge aufweisen. Diese geforderten geringen Toleranzen können aufgrund der mechanischen Fertigungstoleranzen nicht eingehalten werden. Um dennoch eine definierte Einspritzmenge bei den Injektoren sicherzustellen, werden die Injektoren nach der Fertigung an charakteristischen Arbeitspunkten auf ihre Einspritzmenge vermessen und in Klassen eingeordnet. Die jeweilige Klasse muß im Betrieb der Brennkraftmaschine dem Motor- Steuergerät bekannt sein, so daß die Steuerung an die speziellen Merkmale der Klasse injektorspezifisch angepaßt werden kann. Die Klasseninformationen werden auf dem Injektor gespeichert, beispielsweise durch verschiedene Codierung, wie etwa Barcode, durch Widerstände am Injektor oder durch Klartext auf dem Injektor.In order to achieve the lowest possible fuel consumption in compliance with strict exhaust gas standards, the injectors may only have very small tolerances with regard to the injection quantity during operation. These required small tolerances cannot be met due to the mechanical manufacturing tolerances. In order to nevertheless ensure a defined injection quantity for the injectors, the injectors are measured for their injection quantity at characteristic operating points after production and classified into classes. The respective class must be known to the engine control unit during operation of the internal combustion engine, so that the control can be adapted to the special characteristics of the class in an injector-specific manner. The class information is stored on the injector, for example by different coding, such as barcode, through resistors on the injector or through plain text on the injector.
Darüber hinaus ist es möglich, daß in den Injektoren elektronische Speichermöglichkeiten vorgesehen sind, in welchen beispielsweise die Klasseninformation gespeichert ist. Das Steuergerät kann diese Werte über eine Schnittstelle aus dem Injektor auslesen und im Folgebetrieb nutzen.In addition, it is possible that electronic storage options are provided in the injectors, in which, for example, the class information is stored. The control unit can read these values from the injector via an interface and use them in subsequent operation.
Die Klassifizierung von Injektoren erfolgt nun beispielsweise so, daß die Injektoren an mehreren Prüfpunkten bezüglich der Einspritzmengenzumessung geprüft werden. Dies geschieht vorzugsweise in unterschiedlichen Betriebszuständen der Brennkraftmaschine.The injectors are now classified, for example, in such a way that the injectors are checked at several test points with regard to the injection quantity metering. This is preferably done in different operating states of the internal combustion engine.
Bei derartigen Common-Rail-Injektoren ist nun über die Lebensdauer eine Mengendrift zu beobachten, die individuell bei jedem Injektor unterschiedlich ausgeprägt ist und beispielsweise vom Lastprofil oder vom Injektortyp abhängt. Diese Mengendrift wirkt sich nachteilig in bezug auf einen geringen Kraftstoffverbrauch, auf die Einhaltung strenger Abgasnormen wie auch nachteilig in bezug beispielsweise auf den Geräuschpegel der Brennkraftmaschine aus.In the case of such common rail injectors, a quantity drift can now be observed over the service life, which differs individually in each injector and depends, for example, on the load profile or on the injector type. This quantity drift has a disadvantageous effect in relation to low fuel consumption, compliance with strict exhaust gas standards and also a disadvantageous effect, for example, on the noise level of the internal combustion engine.
Der Erfindung liegt daher das Problem zugrunde, die sich über die Laufzeit der Injektoren ergebende Mengendrift zu kompensieren und so den Kraftstoffverbrauch der Brennkraftmaschine über deren Laufzeit zu minimieren. Ferner sollen defekte Common-Rail-Injektoren auf einfache Weise erkannt werden.The invention is therefore based on the problem of compensating for the quantity drift resulting over the running time of the injectors and thus minimizing the fuel consumption of the internal combustion engine over its running time. Defective common rail injectors are also to be recognized in a simple manner.
Diese Aufgabe wird bei einem gattungsgemäßen Verfahren zur Steuerung von Injektoren eines Kraftstoffzumeßsystems einer Brennkraftmaschine durch die Merkmale des Anspruchs 1 gelöst. Durch Vergleich des mittels des Drucksensors erfaßten Einspritzbeginns und des Einspritzendes mit vorzugsweise in einem Kennfeld gespeicherten Werten des Einspritzbeginns und des Einspritzendes in wenigstens einem Betriebspunkt der Brennkraftmaschine und durch die Korrektur des Einspritzbeginns und/oder der Einspritzdauer bei einer Abweichung, derart, daß diese Abweichung verschwindet und Speichern dieser Korrekturwerte, ist eine Korrektur der sich über die Lebensdauer der Injektoren ergebenden Mengendrift im gesamten Kennfeld möglich.This object is achieved in a generic method for controlling injectors of a fuel metering system of an internal combustion engine by the features of claim 1. By comparing the start of injection and the end of injection detected by means of the pressure sensor with values of the start of injection and the end of injection preferably stored in a characteristic diagram in at least one operating point of the internal combustion engine and by correcting the start of injection and / or the duration of injection in the event of a deviation, such that this deviation disappears and storing these correction values, it is possible to correct the quantity drift that occurs over the life of the injectors in the entire map.
Durch das erfindungsgemäße Verfahren wird so ein geschlossener Mengenregelkreis geschaffen, der über die Lebensdauer der Common-Rail-Injektoren entstehende Mengendrifts auszugleichen imstande ist.The method according to the invention thus creates a closed quantity control loop which is able to compensate for volume drifts occurring over the life of the common rail injectors.
Darüber hinaus wird hierdurch eine erhebliche Kostenreduzierung bei der Wartung der Brennkraftmaschine durch Lokalisierung von defekten Injektoren und gezielten Tausch dieser Injektoren ermöglicht. Ein Defekt des Injektors wird dabei auf einfache Weise durch Auslesen der Korrekturwerte aus dem Speicher ermöglicht.In addition, this enables a considerable reduction in costs for the maintenance of the internal combustion engine by locating defective injectors and deliberately replacing these injectors. A defect in the injector is made possible in a simple manner by reading out the correction values from the memory.
Vorzugsweise wird das individuelle Kennlinienfeld jedes Injektors auf der Basis der gespeicherten Korrekturwerte verändert. Auf diese Weise werden von der Lebensdauer abhängige Mengendrifts der Injektoren kompensiert.The individual characteristic field of each injector is preferably changed on the basis of the stored correction values. In this way, the volume drifts of the injectors, which are dependent on the service life, are compensated for.
Eine vorteilhafte Ausführungsform sieht vor, daß die Korrektur an einer vorgegebenen Anzahl von Betriebspunkten, vorzugsweise an mehreren Prüfpunkten vorgenommen wird, in denen ohnehin ein Injektormengenabgleich auf an sich bekannte Weise durchgeführt wird.An advantageous embodiment provides that the correction is carried out at a predetermined number of operating points, preferably at a plurality of test points, in which an injector quantity comparison is carried out in a manner known per se.
Der Druck kann beispielsweise mittels eines Raildrucksensors erfaßt werden. Dies hat den Vorteil, daß eine Kompensation der Mengendrifts während des Betriebs des Fahrzeugs kontinuierlich möglich ist. Bei einer anderen Ausführungsform ist vorgesehen, daß der Druck in einer Druckleitung wenigstens eines Injektors erfaßt wird. Hierbei ist vorteilhaft, daß auf einen Raildrucksensor verzichtet werden kann. Eine Mengenkorrektur oder ein Austausch eines defekten Injektors wird in diesem Falle bei Wartungen der Brennkraftmaschine vorgenommen.The pressure can be detected, for example, by means of a rail pressure sensor. This has the advantage that a compensation of the quantity drifts is continuously possible during the operation of the vehicle. In another embodiment it is provided that the pressure in a pressure line of at least one injector is detected. It is advantageous here that a rail pressure sensor can be dispensed with. In this case, a quantity correction or a defective injector is replaced when the engine is being serviced.
Zeichnungendrawings
Weitere Vorteile und Merkmale der Erfindung sind Gegenstand der nachfolgenden Beschreibung sowie der zeichnerischen Darstellung einiger Ausführungsbeispiele.Further advantages and features of the invention are the subject of the following description and the drawing of some exemplary embodiments.
In der Zeichnung zeigen:The drawing shows:
Fig. 1 eine schematische Darstellung eines Teils eines Common-Rail-1 is a schematic representation of part of a common rail
Systems, bei dem das erfindungsgemäße Verfahren zur Anwendung kommt undSystem in which the inventive method is used and
Fig. 2 schematisch die an einem Common-Rail-Injektor anliegende Spannung, die Einspritzrate sowie der in einer Leitung des Common- Rail-Injektors erfaßte Raildruck über der Zeit.Fig. 2 schematically shows the voltage applied to a common rail injector, the injection rate and the rail pressure recorded in a line of the common rail injector over time.
Beschreibung der AusführungsbeispieleDescription of the embodiments
In Fig. 1 ist der Hochdruckteil eines Common-Rail-Speichereinspritzsystems dargestellt, wobei im folgenden lediglich die Hauptkomponenten und solche Komponenten näher erläutert werden, welche für das Verständnis vorliegender Erfindung wesentlich sind. Die Anordnung umfaßt eine Hochdruckpumpe 10, welche über eine Hochdruckleitung 12 mit dem Hochdruckspeicher ("Rail") 14 in Verbindung steht. Der Hochdruckspeicher 14 ist über weitere Hochdruckleitungen mit Injektoren 18 verbunden. In der vorliegenden Darstellung sind eine Hochdruckleitung 16 und ein Injektor 18 gezeigt. Der Injektor 18 ist in eine Brennkraftmaschine eines Kraftfahrzeugs eingebaut. Das dargestellte System wird von einem Motor- Steuergerät 20 gesteuert. Durch das Motor-Steuergerät 20 erfolgt insbesondere eine Steuerung des Injektors 18.1 shows the high-pressure part of a common rail accumulator injection system, only the main components and those components which are essential for understanding the present invention being explained in more detail below. The arrangement comprises a high-pressure pump 10, which is connected to the high-pressure accumulator ("rail") 14 via a high-pressure line 12. The high-pressure accumulator 14 is connected to injectors 18 via further high-pressure lines. In the present illustration, a high-pressure line 16 and an injector 18 are shown. The injector 18 is installed in an internal combustion engine of a motor vehicle. The system shown is controlled by an engine control unit 20. In particular, the injector 18 is controlled by the engine control unit 20.
An dem Injektor 18 ist eine Einrichtung 22 zum Speichern von Informationen vorgesehen, welche sich individuell auf den Injektor 18 beziehen. Die Informationen, welche in der Einrichtung 22 gespeichert sind, können von dem Motor- Steuergerät 20 berücksichtigt werden, so daß eine individuelle Steuerung eines jeden Injektors 18 erfolgen kann. Vorzugsweise handelt es sich bei den Informationen um Korrekturwerte für das Mengenkennfeld des Injektors 18. Die Einrichtung 22 zum Speichern der Informationen kann beispielsweise als Datenspeicher oder auch als einer oder mehrere elektrische Widerstände, als Barcode, durch alphanumerische Verschlüsselung oder dergleichen oder auch durch eine an dem Injektor 18 angeordnete integrierte Halbleiterschaltung realisiert sein. Das Motor- Steuergerät 20 kann ebenfalls eine integrierte Halbleiterschaltung zur Auswertung der in der Einrichtung 22 gespeicherten Informationen aufweisen.A device 22 for storing information which relates individually to the injector 18 is provided on the injector 18. The information which is stored in the device 22 can be taken into account by the engine control unit 20, so that each injector 18 can be controlled individually. The information is preferably correction values for the quantity map of the injector 18. The device 22 for storing the information can be used, for example, as a data store or as one or more electrical resistors, as a barcode, by means of alphanumeric encryption or the like, or else by one Integrated semiconductor circuit arranged injector 18 can be realized. The engine control unit 20 can also have an integrated semiconductor circuit for evaluating the information stored in the device 22.
Die von jedem Injektor 18 zugemessene Einspritzmenge ist in Abhängigkeit von dem Raildruck in einem in dem Motor-Steuergerät 20 gespeicherten Kennfeld festgelegt, wobei das Kennfeld aufgrund mehrerer Prüfpunkte, die unterschiedlichen Betriebszustände der Brennkraftmaschine entsprechen, ermittelt wird. An diesen Prüfpunkten wird jeweils ein Mengenabgleich auf an sich bekannte Weise vorgenommen. Die Einspritzmenge wird nun durch die Einspritzdauer des Injektors bestimmt, das heißt die Zeit, die zwischen dem Einspritzbeginn und dem Einspritzende vergeht. Um eine Kraftstoffmengenzumessung im gesamten Betriebsbereich der Brennkraftmaschine und des Injektors zu ermöglichen, werden die Abgleichwerte zwischen den durch die Prüfpunkte definierten Stützstellen interpoliert.The injection quantity metered by each injector 18 is determined as a function of the rail pressure in a map that is stored in the engine control unit 20, the map being determined on the basis of several test points that correspond to different operating states of the internal combustion engine. A quantity comparison is carried out in a manner known per se at these test points. The injection quantity is now determined by the injection duration of the injector, that is the time that elapses between the start of injection and the end of injection. In order to enable fuel quantity to be measured in the entire operating range of the internal combustion engine and the injector, the adjustment values are interpolated between the support points defined by the test points.
Über die Lebensdauer der Injektoren ist nun eine Mengendrift dahingehend zu beobachten, daß sich über die Lebensdauer der Injektoren die ursprünglich durch Festlegung des Einspritzbeginns und der Einspritzdauer festgelegte Einspritzmenge verändert. Um diese Mengendrift zu kompensieren wird der Raildruck erfaßt, beispielsweise durch einen in der Hochdruckleitung 16 angeordneten Drucksensor 30, dessen Ausgangssignal dem Motor- Steuergerät zugeführt wird und/oder einen modifizierten Raildrucksensor, dessen Ausgangssignal ebenfalls dem Motor- Steuergerät 20 zugeführt wird.A quantity drift can now be observed over the service life of the injectors in such a way that the injection quantity originally determined by determining the start of injection and the injection duration changes over the service life of the injectors. In order to compensate for this quantity drift, the rail pressure is detected, for example by a pressure sensor 30 arranged in the high pressure line 16, the output signal of which is fed to the engine control unit and / or a modified rail pressure sensor, the output signal of which is also fed to the engine control unit 20.
In Fig. 2 sind schematisch die an dem Common-Rail-Injektor 18 anliegende Spannung, die Einspritzrate und der durch den Drucksensor 30 erfaßte Druck in der Hochdruckleitung 16 dargestellt.2 schematically shows the voltage applied to the common rail injector 18, the injection rate and the pressure in the high pressure line 16 detected by the pressure sensor 30.
Nachdem ein Spannungsimpuls an dem Common-Rail-Injektor angelegt wurde beginnt nach einer Zeit tl der Einspritzvorgang, der nach einer Zeit t2 wieder endet (siehe die Kurve Einspritzrate über der Zeit). Sowohl der Einspritzbeginn als auch das Einspritzende können durch Messung des Leitungsdrucks erfaßt werden. Eine Einspritzung löst nämlich wie in Fig. 2 unten dargestellt eine Druckwelle aus, wobei beim Schließen der Nadel des Common-Rail-lnjektors eine deutliche Drucküberhöhung festzustellen ist. Das Öffnen der Nadel des Common-Rail- lnjektors und deren Schließen sind daher durch Messen des Drucks in der Com- mon-Rail-Hochdruckleitung beispielsweise durch einen in dieser angeordneten Sensor 30 und/oder auch durch Messung durch einen in dem Hochdruckspeicher 14 angeordneten Drucksenor 32 erfaßbar. Die Erfassung erfolgt dabei in vorgebbaren Betriebspunkten des Common-Rail-lnjektors vorzugsweise an ohnehin zum Mengenabgleich verwendeten Prüfpunkten (Voreinspritzung, Emissionspunkt, Leerlauf, Vollast). Im Motor- Steuergerät 20 wird nun der Einspritzbeginn und das Einspritzende mit dem von dem Drucksensor 30 ausgegebenen Einspritzbeginn- Signal und dem Einspritzende- Signal verglichen und bei einer Abweichung der Einspritzbeginn und die Einspritzdauer so variiert, daß die Abweichung des Einspritzbeginns und des Einspritzendes von dem gespeicherten Einspritzbeginn und dem gespeicherten Einspritzende verschwindet.After a voltage pulse has been applied to the common rail injector, the injection process begins after a time t1 and ends again after a time t2 (see the injection rate versus time curve). Both the start of injection and the end of injection can be determined by measuring the line pressure. An injection in fact triggers a pressure wave, as shown in FIG. 2 below, a significant increase in pressure being observed when the needle of the common rail injector is closed. The opening of the needle of the common rail injector and its closing are therefore by measuring the pressure in the common rail high-pressure line, for example by a sensor 30 arranged therein, and / or also by measuring by a pressure sensor arranged in the high-pressure accumulator 14 32 detectable. In this case, the detection takes place at predefinable operating points of the common rail injector, preferably at anyway Quantity comparison used test points (pre-injection, emission point, idling, full load). In the engine control unit 20, the start of injection and the end of injection are compared with the start of injection signal and the end of injection signal output by the pressure sensor 30, and in the event of a deviation the start of injection and the duration of injection are varied such that the deviation of the start of injection and the end of injection from that stored injection start and the stored injection end disappears.
Mithilfe der so erfaßten Korrekturwerte wird vorzugsweise das individuelle Kennfeld des Injektors, welches in dem Motor- Steuergerät 20 gespeichert ist, verändert (korrigiert), so daß sichergestellt ist, daß mittels des Injektors über dessen gesamte Lebensdauer die Solleinspritzmenge in den Brennraum der Brennkraftmaschine eingespritzt wird.With the aid of the correction values detected in this way, the individual characteristic map of the injector, which is stored in the engine control unit 20, is preferably changed (corrected), so that it is ensured that the target injection quantity is injected into the combustion chamber of the internal combustion engine over the entire service life of the injector ,
Die wahlweise Anordnung des Drucksensors 30 in der Hochdruckleitung 16 hat den Vorteil, daß bei Wartungsarbeiten eine Korrektur des Einspritzbeginns und der Einspritzdauer möglich ist. Ferner können defekte Injektoren auf diese Weise festgestellt und ausgetauscht werden.The optional arrangement of the pressure sensor 30 in the high pressure line 16 has the advantage that a correction of the start of injection and the injection duration is possible during maintenance work. Defective injectors can also be found and replaced in this way.
Die Anordnung des Drucksensors 30 permanent in der Druckleitung und/oder die Anordnung des Drucksensors 32 im/am Hochdruckspeicher 14 hat den Vorteil, daß eine Korrektur des Einspritzbeginns und der Einspritzdauer während des Betriebs des Fahrzeugs gewissermaßen Online möglich ist, so daß eine etwa auftretende Mengendrift des Injektors kontinuierlich korrigiert werden kann. The arrangement of the pressure sensor 30 permanently in the pressure line and / or the arrangement of the pressure sensor 32 in / on the high-pressure accumulator 14 has the advantage that a correction of the start of injection and the injection duration during operation of the vehicle is possible online, so that any quantity drift that may occur of the injector can be corrected continuously.

Claims

Patentansprüche claims
1. Verfahren zur Steuerung von Injektoren eines Kraftstoffzumeßsystems einer Brennkraftmaschine, bei dem mittels eines Drucksensors der Einspritzbeginn und das Einspritzende und hieraus die Einspritzzeit, die ein Maß für die eingespritzte Kraftstoffmenge ist, bestimmt wird, gekennzeichnet durch die Schritte:1. A method for controlling injectors of a fuel metering system of an internal combustion engine, in which the start of injection and the end of injection, and therefrom the injection time, which is a measure of the amount of fuel injected, is determined by means of a pressure sensor, characterized by the steps:
in wenigstens einem Betriebspunkt der Brennkraftmaschine werden der Einspritzbeginn und das Einspritzende mit Werten des vorzugsweise in einem individuellen Kennfeld des Injektors gespeicherten Einspritzbeginns und des Einspritzendes dieses Betriebspunkts verglichen,in at least one operating point of the internal combustion engine, the start of injection and the end of injection are compared with values of the start of injection and the end of injection of this operating point, which is preferably stored in an individual map of the injector,
bei einer Abweichung werden der Einspritzbeginn und/oder die Einspritzdauer so korrigiert, daß die Abweichung verschwindet,in the event of a deviation, the start of injection and / or the injection duration are corrected so that the deviation disappears,
die Korrekturwerte werden gespeichert.the correction values are saved.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß das individuelle Kennfeld des Injektors (18) auf der Basis der gespeicherten Korrekturwerte verändert wird.2. The method according to claim 1, characterized in that the individual characteristic diagram of the injector (18) is changed on the basis of the stored correction values.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Korrektur an vorgegebenen Betriebspunkten, insbesondere an folgenden Betriebspunkten: Voreinspritzung, Emissionspunkt, Leerlauf, Vollast, vorgenommen wird. 3. The method according to claim 1 or 2, characterized in that the correction is made at predetermined operating points, in particular at the following operating points: pilot injection, emission point, idling, full load.
4. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß der Druck durch einen in einer zu dem Injektor (18) führenden Hochdruckleitung (16) angeordneten Drucksensor (30) erfaßt wird.4. The method according to any one of claims 1 to 3, characterized in that the pressure is detected by a pressure sensor (30) arranged in a high-pressure line (16) leading to the injector (18).
5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß der Druck durch einen Raildrucksensor erfaßt wird. 5. The method according to any one of claims 1 to 4, characterized in that the pressure is detected by a rail pressure sensor.
PCT/DE2003/002003 2002-07-17 2003-06-17 Method for controlling the injectors of a fuel measuring system in an internal combustion engine WO2004016928A1 (en)

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