WO2008046720A2 - Procédé de fonctionnement d'un moteur à combustion interne et dispositif de commande et de réglage d'un moteur à combustion interne - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne et dispositif de commande et de réglage d'un moteur à combustion interne Download PDF

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Publication number
WO2008046720A2
WO2008046720A2 PCT/EP2007/060135 EP2007060135W WO2008046720A2 WO 2008046720 A2 WO2008046720 A2 WO 2008046720A2 EP 2007060135 W EP2007060135 W EP 2007060135W WO 2008046720 A2 WO2008046720 A2 WO 2008046720A2
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
cylinder
combustion engine
series
correction factors
Prior art date
Application number
PCT/EP2007/060135
Other languages
German (de)
English (en)
Other versions
WO2008046720A3 (fr
Inventor
Helerson Kemmer
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2008046720A2 publication Critical patent/WO2008046720A2/fr
Publication of WO2008046720A3 publication Critical patent/WO2008046720A3/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • 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
    • 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
    • F02D41/2432—Methods of calibration

Definitions

  • the invention relates to a method for operating an internal combustion engine according to the preamble of claim 1.
  • the invention further relates to a computer program, an electrical storage medium, a control and / or regulating device and an internal combustion engine.
  • the cylinder-specific exhaust gas recirculation rates may be different from each other due to the different line lengths of the exhaust gas recirculation. This effect occurs in both gasoline and diesel engines.
  • DE 101 31 179 A1 it is known from DE 101 31 179 A1 to individually determine the lambda value of the exhaust gases emitted by the cylinders for each cylinder of an internal combustion engine and to equalize these differences in the lambda value by a cylinder-individual dimensioning of the fuel injection quantity ,
  • This method is very complicated with regard to the requirements for the temporal resolution of the detection of the lambda value in the exhaust gas flow as well as the computing power of the control device belonging to the internal combustion engine.
  • the invention is based on the object, a method for operating a
  • This object is achieved in a method for operating an internal combustion engine with a suction pipe and at least two cylinders, wherein each cylinder of the internal combustion engine is associated with a combustion chamber, and in which separately for each cylinder a certain amount of fuel is injected into the intake manifold and / or the combustion chambers, and wherein the injected fuel quantity is set individually for each cylinder, achieved in that for each cylinder a correction factor is determined, and that the amount of fuel to be injected into the combustion chambers of the various cylinders is calculated by multiplying a mean fuel injection amount by the cylinder-individual correction factor.
  • Another advantage of the method according to the invention is that no increased demands on the sensors of the internal combustion engine must be made. In particular, it is not necessary to detect the lambda values of the exhaust gas flow with high temporal resolution and to associate these lambda values with the temporally high-resolution detected lambda values of the individual cylinders of the internal combustion engine.
  • the correction factors can be greater, less than or equal to 1 (one). In general, it will be so that the mean value of the correction factors is equal to 1 (one), so that the total output during a cycle of the internal combustion engine power is not affected by the correction factors according to the invention.
  • a working cycle corresponds to a rotation of the crankshaft by 720 °.
  • the correction factors have different values in different operating states, such as, for example, the idling mode, the partial load mode, the full-load mode and the cold start of the internal combustion engine. This allows the specifics of these operating conditions to be taken into account in a simple manner.
  • Figure 1 is a schematic representation of an embodiment of an internal combustion engine according to the invention.
  • FIG. 2 shows a flow chart of a method according to the invention.
  • an internal combustion engine carries the reference numeral 10. Overall, it is used to drive a motor vehicle, not shown.
  • the reference numeral 10 is used to drive a motor vehicle, not shown.
  • Internal combustion engine 10 comprises two cylinders Hi, H 2 , each with a combustion chamber 12i, 12 2 and a respective piston 14i, 14 2 are shown.
  • the pistons 14 are connected to a crankshaft 16. It goes without saying that the inventive method is not limited to internal combustion engines with two cylinders, but that it is also applicable to internal combustion engines with more than 2 cylinders.
  • the combustion air passes via a common intake manifold 20 and an intake valve 18 per cylinder 11 into the combustion chambers 12i, 12 second In the suction pipe 20, a throttle valve 22 is arranged.
  • the fuel is injected directly into the combustion chambers 12 through injectors 24.
  • the injectors 24 are powered by a high pressure fuel system 26. This type of fuel injection is called direct injection.
  • each combustion chamber 12 a spark plug 27 is assigned. After combustion of the fuel in the combustion chambers 12, the hot exhaust gases are discharged from the combustion chambers 12 via an outlet valve 28 and an outlet channel 30.
  • the intake valve 18 is actuated by a camshaft 32 and the exhaust valve 28 is actuated by a camshaft 34.
  • a user of the internal combustion engine 10 expresses a torque request by operating an accelerator pedal 36.
  • the operation of the internal combustion engine 10 is controlled and regulated by a control and regulating device 38, which, inter alia, processes the signals supplied by the accelerator pedal 36.
  • the control device 38 receives the signals of a speed sensor 40, which detects the rotational speed of the crankshaft 16, and an HFM sensor 42, which detects the air mass flowing through the intake passage 20.
  • the injector 24 and the throttle valve 22 are controlled by the control and regulating device 38.
  • the effective length of the intake pipe 20 between the throttle valve 22 and the combustion chamber 12i is much smaller than the effective length of the intake pipe 20 between the throttle valve 22 and the combustion chamber 12 second This results in a different cylinder-individual flow resistance of the intake.
  • the cylinder 12i with otherwise identical boundary conditions, sucks in more combustion air than the combustion chamber 12 2 .
  • These cylinder-specific differences are due to the different arrangement of the cylinder 11, conditional. The same effect also occurs in the exhaust pipe 30 and may cause the cylinder-specific differences in the air mass of the intake combustion air to increase further.
  • Fuel quantity m ⁇ , m itte l by a cylinder-specific correction factor f, is corrected so that the exhaust gases of all cylinders 11, assume the same lambda value.
  • the average pressure generated by each cylinder may be used as a basis for the correction.
  • a cylinder-specific exhaust sampling point can be used to evaluate the quality of the exhaust gas from each individual cylinder.
  • Internal combustion engine and can therefore be stored in a control and regulating device 38 of a series-produced internal combustion engine.
  • the tax and Regulator 38 takes into account these correction factors f, with each injection of fuel into one of the cylinders 11, the internal combustion engine 10th
  • the inventive cylinder-specific correction of the fuel injection quantity consists only in the multiplication of a mean injected fuel quantity m m h m itte l with a cylinder-individual correction factor f, the control and regulating device 38 is not appreciably loaded by the inventive method, so that the method even at mass-produced
  • Internal combustion engines 10 can be introduced later by a software change.
  • the inventive method requires no changes to the sensors of the internal combustion engine, which also facilitates the introduction into series production.
  • the inventive method can be further improved by different sets of cylinder-specific correction factors f, are determined for typical operating conditions, such as idling, part-load operation and full load operation and cold start of the engine, if these correction factors f should differ significantly under different operating conditions.
  • FIG. 2 shows a flow diagram of a method according to the invention for determining the quantity of fuel to be injected in a cylinder-specific manner.
  • the mean amount of fuel to be injected m m h m itte l is calculated as a function of the operating conditions and the torque request of the driver of an internal combustion engine.
  • the individually injectable fuel quantity m ⁇ nj calculated by multiplying the average amount of fuel to be injected m mh m itte l with a correction factor f.
  • a further block 46 the injector 24, the cylinder 11, so driven that the previously calculated cylinder- specific fuel quantity m ⁇ nj , is injected.
  • the blocks 44 and 46 are processed for each cylinder i, with i equal to 1 to j, where j corresponds to the number of cylinders 11 of the internal combustion engine 10, within a working cycle of the internal combustion engine 10. Subsequently, the inventive method begins again.
  • the cylinder-specific correction factors f 1 are recorded once on a reference copy of the series-produced internal combustion engine and stored in the control and regulating device 38. For this purpose, it is necessary to detect the lambda values of the cylinders 11, the reference copy of the internal combustion engine. This can be done, for example, by assigning each cylinder a separate lambda probe or by detecting that the lambda value in the exhaust pipe 30 is high in time and the different lambda values are assigned to the different cylinders 11.
  • the internal combustion engine 10 which is due to a different air mass in the cylinders 11, the quantity of fuel injected into the cylinders 11, at the reference copy, is now separated for each cylinder 11 enlarged or reduced until the exhaust gases of all cylinders 11, assume the same lambda value.
  • combustion medium pressure of each cylinder may be used by a combustion chamber pressure sensor for correction.
  • the combustion medium pressure of each cylinder may be used by a combustion chamber pressure sensor for correction.
  • cylinder-specific correction factors f are, as already mentioned, stored in the control and regulating device 38 and taken into account in the fuel metering.

Landscapes

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

Abstract

L'invention concerne un procédé permettant de facilement déterminer individuellement le volume de carburant des différents cylindres (11i) d'un moteur à combustion interne (10), sans exigences supplémentaires liées aux capteurs du moteur à combustion interne (10) et avec peu d'exigences liées à une puissance de calcul disponible supplémentaire d'un dispositif de commande et de réglage.
PCT/EP2007/060135 2006-10-19 2007-09-25 Procédé de fonctionnement d'un moteur à combustion interne et dispositif de commande et de réglage d'un moteur à combustion interne WO2008046720A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006049264.1 2006-10-19
DE200610049264 DE102006049264A1 (de) 2006-10-19 2006-10-19 Verfahren zum Betreiben einer Brennkraftmaschine sowie Steuer- und Regeleinrichtung für eine Brennkraftmaschine

Publications (2)

Publication Number Publication Date
WO2008046720A2 true WO2008046720A2 (fr) 2008-04-24
WO2008046720A3 WO2008046720A3 (fr) 2008-07-17

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2007/060135 WO2008046720A2 (fr) 2006-10-19 2007-09-25 Procédé de fonctionnement d'un moteur à combustion interne et dispositif de commande et de réglage d'un moteur à combustion interne

Country Status (2)

Country Link
DE (1) DE102006049264A1 (fr)
WO (1) WO2008046720A2 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018222176A1 (de) 2018-12-18 2020-06-18 Robert Bosch Gmbh Vorhersage des Spurwechsels von Fremdfahrzeugen

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0758049A2 (fr) * 1995-08-08 1997-02-12 Hitachi, Ltd. ContrÔleur pour moteur à combustion interne multicylindre
US6367450B1 (en) * 1999-08-24 2002-04-09 Sanshin Kogyo Kabushiki Kaisha Fuel injection control system for outboard motor
US6382198B1 (en) * 2000-02-04 2002-05-07 Delphi Technologies, Inc. Individual cylinder air/fuel ratio control based on a single exhaust gas sensor
DE10153520A1 (de) * 2001-10-30 2003-05-22 Bosch Gmbh Robert Verfahren und Vorrichtung zum Auslesen von Daten eines Kraftstoffzumesssystems

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0758049A2 (fr) * 1995-08-08 1997-02-12 Hitachi, Ltd. ContrÔleur pour moteur à combustion interne multicylindre
US6367450B1 (en) * 1999-08-24 2002-04-09 Sanshin Kogyo Kabushiki Kaisha Fuel injection control system for outboard motor
US6382198B1 (en) * 2000-02-04 2002-05-07 Delphi Technologies, Inc. Individual cylinder air/fuel ratio control based on a single exhaust gas sensor
DE10153520A1 (de) * 2001-10-30 2003-05-22 Bosch Gmbh Robert Verfahren und Vorrichtung zum Auslesen von Daten eines Kraftstoffzumesssystems

Also Published As

Publication number Publication date
DE102006049264A1 (de) 2008-04-30
WO2008046720A3 (fr) 2008-07-17

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