WO2005078263A1 - Verfahren zur zylindergleichstellung bezüglich der kraftstoff-einspritzmengen bei einer brennkraftmaschine - Google Patents
Verfahren zur zylindergleichstellung bezüglich der kraftstoff-einspritzmengen bei einer brennkraftmaschine Download PDFInfo
- Publication number
- WO2005078263A1 WO2005078263A1 PCT/EP2005/050428 EP2005050428W WO2005078263A1 WO 2005078263 A1 WO2005078263 A1 WO 2005078263A1 EP 2005050428 W EP2005050428 W EP 2005050428W WO 2005078263 A1 WO2005078263 A1 WO 2005078263A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- injection
- adaptation
- operating point
- parameter
- value
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- 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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1402—Adaptive 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
- F02D41/02—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
Definitions
- the invention relates to a method for equating the differences in the injection quantity between the cylinders of an internal combustion engine, in which the injection quantity differences, which exist at an operating point in the lower speed range with the injection parameter values valid there in regular driving operation, by means of a cylinder-specific measurement method for detecting the uneven running the internal combustion engine is determined and learned, assigned to the low operating point, and in which an adaptation of the injection quantity differences is carried out for operating areas with higher loads and speeds for a selected injection parameter.
- Diesel engines with Com on Rail a systematic error. Due to manufacturing tolerances of the components mentioned and different wear and tear (signs of aging), different amounts of fuel are used for the same injection duration and otherwise identical conditions
- Combustion is fed into the individual cylinders.
- the different amounts of fuel lead to a different output of the individual cylinders, which in addition to one Increased uneven running also leads to an increase in the amount of harmful exhaust gas components.
- the restriction to a low operating point to determine the differences in the injection quantity is problematic. table, since this with at least one of the injection parameters, for. B. injection pressure and injection period vary.
- the injection quantity differences determined at a low operating point can therefore not be used for equality in the entire operating range, e.g. B. be used as global correction factors for a control parameter of the injectors, but must be adapted to the injection parameters applicable at higher operating points, which, however, is not readily possible due to the aforementioned condition of stationary operating conditions for uneven running control.
- the correction factors determined at a low operating point be determined by an adaptation factor f (p. 3) that is dependent on the injection parameters pressure and injection period , t) to adapt to higher operating areas.
- the values of this adaptation factor should be stored in a map and taken from this for adapting the correction factors in driving operation.
- the known method avoids adaptation under transient operating conditions, but only with the aid of a predetermined map, the values of which cannot optimally do justice to the actual dependency relationships of the injection quantity differences that vary with the life of the vehicle.
- the invention is based on the object of specifying a method of the type mentioned at the outset which makes it possible to ascertain the actual, injection-parameter-dependent systematic errors with respect to the injection quantities with regard to cylinder equalization in a simple manner.
- This object is achieved by the features of claim 1.
- the dependent claims relate to advantageous developments and refinements of the invention.
- the selected injection parameter for adaptation is set to a value that deviates from the value valid there in regular driving.
- Regular driving means that e.g. correspondingly low injection pressures are present at low loads.
- there is a deviation from regular driving if e.g. high injection pressures are present at low loads.
- the injection quantity differences for this set injection parameter value can be determined by measuring the uneven running and learned as adaptation values assigned to the respective injection parameter value.
- An embodiment of the method is particularly preferred in which, in order to limit the dynamics of the low operating point during the adaptation, at least one second injection parameter is set such that the operating point remains at least approximately stationary.
- This can advantageously be achieved by adapting to successively higher values of the injection parameter selected injection pressure to limit the dynamics of the low operating point, a correspondingly shorter injection period is set.
- the second or further injection parameters are thus controlled as auxiliary variables in such a way that the driver does not notice anything about the adaptation process. Since a few piston strokes are sufficient for adaptation, the engine control can also be easily adjusted so that the driver cannot cancel the stationary conditions during the critical adaptation phase, or only if a threshold is exceeded when the desired power requested by the driver via the gas is exceeded.
- a low operating point can be selected for the adaptation, at which the highest sensitivity and / or reliability of the measurement of the uneven running is achieved, although a correct adaptation is carried out for high operating ranges.
- the low operating point can be selected in the idle range.
- the learned adaptation values are used to calculate cylinder-specific correction factors with which a control parameter of an injection device of the internal combustion engine is acted on, as a rule as part of the uneven running control during the adaptation process and during driving operation, in such a way that the injection quantities are equalized.
- the injection device for each cylinder is formed by an injector with a piezoelectric actuator, the actuation energy of the actuators being used as the actuation parameter.
- an adaptation of the actuator stroke necessary for equality can be carried out for different values of the injection pressure.
- the rotational acceleration of the crankshaft of the internal combustion engine caused by the different injection quantities for each cylinder can be evaluated.
- the determination of the adapted injection quantity differences or the adapted correction factors for equality can thus be based on a very precise measurement methodology.
- the method according to the invention also opens up the possibility of the absolute value of the associated injection quantity being determined from a stored torque model of the internal combustion engine at the stationary operating point set for adaptation with the same injection quantities.
- a diagnosis of the absolute value of the injection quantity is crucial, especially for the diagnosis of small injection quantities, in particular of pre-injection quantities that are in the range of a few milligrams, for compliance with the limits of the exhaust gas emissions.
- FIG. 1 shows a flowchart for carrying out the injection quantity equalization according to the invention
- FIG. 2 shows a flowchart for carrying out the preferred injection quantity equalization by means of charge time adaptation.
- an initialization phase 2 is provided in the next step, in which the adaptation values stored in an earlier diagnostic cycle are loaded into an engine control device (not shown).
- the initialization of a new diagnostic cycle can take place after each start-up of the internal combustion engine as well as after certain, predefinable time or maintenance intervals.
- the activation conditions are checked in a passive diagnostic step 3. It is a matter of waiting until preferred operating conditions for the adaptation to a regular or different injection parameter value have been reached. These include, for example, the load, the speed or the coolant temperature. In this case, the engine control system may have to be converted so that the dynamics of the temporal change in the operating point selected for carrying out the adaptation cycle are limited in the subsequent adaptation.
- the actual, active diagnosis cycle 4 is started.
- An uneven running control 6 is first carried out using the regular injection parameters 5 associated with the engine operating state (cf. injection parameter set in FIG. 1).
- the injection quantities of the individual injectors of the internal combustion engine are matched to one another at the preferred, low operating point.
- the predefined regular injection parameter values are used to infer an injection quantity known from the torque model, which must be given according to the torque achieved.
- step 7 adaptive of the control parameters
- further injection parameters or injection parameter sets i are loaded and the uneven running control is carried out for this purpose with a determination of the injection quantity differences present at the set value of the selected injection parameter or with the equation by means of corresponding correction factors for a control parameter.
- a suitable control parameter such as the energy supplied to the actuators, is selected for adaptation.
- the resulting adaptation values are assigned to the injection parameter set, ie primarily the injection parameters, such as injection pressure and injection duration whose influence on the injection quantity differences is to be recorded, and saved so that they can later be used when driving with higher loads and speeds and the associated regular values of the selected injection parameter can be called up for direct injection quantity comparison without a diagnostic cycle.
- the method shown in FIG. 2 carries out an initialization in step 11.
- the saved adaptation values are loaded.
- step 12 it is checked whether the activation conditions are fulfilled. This means whether there are constant operating conditions, such as constant load, constant speed, constant temperature of the coolant, etc.
- the diagnosis remains passive as shown in step 13 until the activation conditions are fulfilled in step 12.
- step 14 it continues in step 14 by loading the injection parameters for an initial charge / discharge time.
- the initial charge / discharge time can be set to 200 ⁇ s.
- the injection parameters include the injection pressure, injector energy, type of injection, which means whether it is a pre-injection, main injection or post-injection. Once these parameters have been loaded, the uneven running control continues in step 15.
- Uneven running control is cylinder-selective, which means that for a four-cylinder engine, for example, cylinder No. 1 is controlled first. If the injection parameters for the injector of cylinder No. 1 are set, the injector of the second cylinder follows.
- the control can charge / discharge time, the injection pressure, the control energy, and set the type of injection.
- the regulation can be carried out with a defined (fixed) activation period (injection period) and a defined (fixed) injection pressure, the actuator energy being adapted accordingly. With a rail pressure of 1500 bar, for example, and an injection quantity of 0.84 mg, activation times of less than 160 ⁇ s must be achieved.
- step 16 it is checked whether the running rest is below a threshold value S with these variables. If not
- control duration must also be changed in step 17. This is necessary in particular in the case of “poorly” manufactured injectors, which do not or cannot cope with these short loading / unloading times. With such injectors and short discharge times, the amount of fuel injected is independent of the actuator energy. There is a kind of "quantity saturation" and the injection quantity can no longer be changed by increasing the actuator energy. This means that an injection adaptation in a defined operating state does not have to be carried out solely by adapting the energy, but by means of an extension of the actuation period, which thus extends the injection period.
- step 16 the injection quantities of the individual injectors are matched to one another. These injection parameters are stored for the associated charging / discharging time Xi (step 18).
- step 19 it is checked whether the charging / discharging time T ⁇ is greater than an extreme value.
- the extreme value is 140 ⁇ s.
- the initial value Xo is 200 ⁇ s. It should be noted that the index i is zero here. Since the condition is not met, the process continues in step 20. Before the next parameter set is loaded in step 14, the charge / discharge time is reduced by 10 ⁇ s beforehand in step 20. The charging / discharging time Xi is now 190 ⁇ s. In step 21, only the index is increased by 1.
- step 14 The existing injection parameters for i are now loaded in step 14.
- steps 15 to 19 then follow.
- the constant injection pressure eg 1500 bar
- the actuator energy is determined according to steps 14 to 19 for each charge / discharge time of 200 to 140 ⁇ s. This can be done for different pressure values.
- the method ends in step 22. It should be noted that the step-by-step change in the charging / discharging time by 10 ⁇ s was only given as an example in step 20. For finer modeling, differences from one charge / discharge time to the next charge / discharge time of 1 ⁇ s are conceivable. This diagnosis according to the invention can be carried out very quickly since only a few piston strokes are sufficient.
- the method according to the invention enables the diagnosis of the injection quantity differences or the injection quantity itself to be carried out at a preferred, low operating point at which the highest sensitivity and reliability of the rough running control exists.
- the diagnosis and adaptation then also take place for injection parameter values that apply to other operating points during driving operation.
- the injection quantity differences are both compensated for between the individual injectors as well as a calibration of the injection quantity to the associated values of the selected injection parameter artificially set in the diagnostic cycle, an undesired movement of the adaptation operating point being prevented or limited by the opposite setting of other injection parameter values.
- Preference is given to equalizing the injection quantity by regulating the energy of the injector control parameter as a function of, in particular, the pressure injection parameter.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE502005005103T DE502005005103D1 (de) | 2004-02-10 | 2005-02-01 | Verfahren zur zylindergleichstellung bezüglich der kraftstoff-einspritzmengen bei einer brennkraftmaschine |
US10/597,846 US7392789B2 (en) | 2004-02-10 | 2005-02-01 | Method for synchronizing cylinders in terms of quantities of fuel injected in an internal combustion engine |
EP05707907A EP1716331B1 (de) | 2004-02-10 | 2005-02-01 | Verfahren zur zylindergleichstellung bezüglich der kraftstoff-einspritzmengen bei einer brennkraftmaschine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004006554.3 | 2004-02-10 | ||
DE102004006554A DE102004006554B3 (de) | 2004-02-10 | 2004-02-10 | Verfahren zur Zylindergleichstellung bezüglich der Kraftstoff-Einspritzmengen bei einer Brennkraftmaschine |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005078263A1 true WO2005078263A1 (de) | 2005-08-25 |
Family
ID=34625821
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2005/050428 WO2005078263A1 (de) | 2004-02-10 | 2005-02-01 | Verfahren zur zylindergleichstellung bezüglich der kraftstoff-einspritzmengen bei einer brennkraftmaschine |
Country Status (4)
Country | Link |
---|---|
US (1) | US7392789B2 (de) |
EP (1) | EP1716331B1 (de) |
DE (2) | DE102004006554B3 (de) |
WO (1) | WO2005078263A1 (de) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1760873B8 (de) * | 2005-09-06 | 2008-06-18 | Siemens Aktiengesellschaft | Verfahren und Vorrichtung zum Betreiben eines Piezoaktors |
JP4487922B2 (ja) * | 2005-12-15 | 2010-06-23 | 株式会社デンソー | 燃料噴射装置の初期設定方法、および燃料噴射装置の初期設定方法に用いられる初期設定装置 |
DE102006012656A1 (de) * | 2006-03-20 | 2007-09-27 | Siemens Ag | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
DE102006036568A1 (de) * | 2006-08-04 | 2008-02-07 | Siemens Ag | Verfahren zur Detektion von Ventilöffnungszeitpunkten von Kraftstoffeinspritzsystemen einer Brennkraftmaschine |
JP4532532B2 (ja) * | 2007-08-30 | 2010-08-25 | 株式会社デンソー | 燃料噴射制御装置及び燃料噴射システム |
JP4407730B2 (ja) * | 2007-08-31 | 2010-02-03 | 株式会社デンソー | 内燃機関の燃料噴射制御装置 |
DE102007044937B4 (de) | 2007-09-20 | 2010-03-25 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
DE102007053406B3 (de) | 2007-11-09 | 2009-06-04 | Continental Automotive Gmbh | Verfahren und Vorrichtung zur Durchführung sowohl einer Adaption wie einer Diagnose bei emissionsrelevanten Steuereinrichtungen in einem Fahrzeug |
DE102008006674B4 (de) * | 2008-01-30 | 2020-08-27 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Betreiben einer Brennkraftmaschine mit Benzin-Direkteinspritzung |
DE102008001081B4 (de) * | 2008-04-09 | 2021-11-04 | Robert Bosch Gmbh | Verfahren und Motorsteuergerät zum Steuern eines Verbrennungsmotors |
WO2011072293A2 (en) * | 2009-12-11 | 2011-06-16 | Purdue Research Foundation | Flow rate estimation for piezo-electric fuel injection |
DE102010014320B4 (de) * | 2010-04-09 | 2016-10-27 | Continental Automotive Gmbh | Verfahren zum Anpassen der tatsächlichen Einspritzmenge, Einspritzvorrichtung und Brennkraftmaschine |
JP6350226B2 (ja) | 2014-11-05 | 2018-07-04 | 株式会社デンソー | 内燃機関の燃料噴射制御装置 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4667634A (en) * | 1984-08-10 | 1987-05-26 | Nippondenso Co., Ltd. | Method and apparatus for controlling amount of fuel injected into engine cylinders |
DE19855939A1 (de) * | 1997-12-18 | 1999-06-24 | Fev Motorentech Gmbh & Co Kg | Verfahren zum Betrieb einer Mehrzylinder-Kolbenbrennkraftmaschine mit Kraftstoffeinspritzung |
DE10012025A1 (de) * | 2000-03-11 | 2001-10-18 | Bosch Gmbh Robert | Verfahren zum Betreiben einer mehrzylindrigen Brennkraftmaschine |
Family Cites Families (7)
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DE3336028C3 (de) * | 1983-10-04 | 1997-04-03 | Bosch Gmbh Robert | Einrichtung zur Beeinflussung von Steuergrößen einer Brennkraftmaschine |
US5385129A (en) * | 1991-07-04 | 1995-01-31 | Robert Bosch Gmbh | System and method for equalizing fuel-injection quantities among cylinders of an internal combustion engine |
DE19700711C2 (de) * | 1997-01-10 | 1999-05-12 | Siemens Ag | Verfahren zum Ausgleich des systematischen Fehlers an Einspritzvorrichtungen für eine Brennkraftmaschine |
DE19720009C2 (de) * | 1997-05-13 | 2000-08-31 | Siemens Ag | Verfahren zur Zylindergleichstellung bezüglich der Kraftstoff-Einspritzmenge bei einer Brennkraftmaschine |
US5809969A (en) * | 1997-07-29 | 1998-09-22 | Chrysler Corporation | Method for processing crankshaft speed fluctuations for control applications |
DE19741965C1 (de) * | 1997-09-23 | 1999-01-21 | Siemens Ag | Verfahren zur Laufruheregelung |
JP2001349243A (ja) * | 2000-06-07 | 2001-12-21 | Isuzu Motors Ltd | エンジンの燃料噴射制御装置 |
-
2004
- 2004-02-10 DE DE102004006554A patent/DE102004006554B3/de not_active Expired - Fee Related
-
2005
- 2005-02-01 DE DE502005005103T patent/DE502005005103D1/de active Active
- 2005-02-01 EP EP05707907A patent/EP1716331B1/de not_active Expired - Fee Related
- 2005-02-01 US US10/597,846 patent/US7392789B2/en active Active
- 2005-02-01 WO PCT/EP2005/050428 patent/WO2005078263A1/de active IP Right Grant
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4667634A (en) * | 1984-08-10 | 1987-05-26 | Nippondenso Co., Ltd. | Method and apparatus for controlling amount of fuel injected into engine cylinders |
DE19855939A1 (de) * | 1997-12-18 | 1999-06-24 | Fev Motorentech Gmbh & Co Kg | Verfahren zum Betrieb einer Mehrzylinder-Kolbenbrennkraftmaschine mit Kraftstoffeinspritzung |
JPH11280530A (ja) * | 1997-12-18 | 1999-10-12 | Fev Motorentechnik Gmbh & Co Kg | 内燃機関の各シリンダへ噴射される燃料の量を均等化する方法 |
DE10012025A1 (de) * | 2000-03-11 | 2001-10-18 | Bosch Gmbh Robert | Verfahren zum Betreiben einer mehrzylindrigen Brennkraftmaschine |
Non-Patent Citations (1)
Title |
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PATENT ABSTRACTS OF JAPAN vol. 2000, no. 01 31 January 2000 (2000-01-31) * |
Also Published As
Publication number | Publication date |
---|---|
DE502005005103D1 (de) | 2008-10-02 |
EP1716331A1 (de) | 2006-11-02 |
US7392789B2 (en) | 2008-07-01 |
EP1716331B1 (de) | 2008-08-20 |
US20070163543A1 (en) | 2007-07-19 |
DE102004006554B3 (de) | 2005-06-30 |
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