WO2009152877A1 - Procédé et dispositif d'étalonnage d'un système de mesure de carburant d'une machine à combustion interne, en particulier d'un véhicule automobile - Google Patents

Procédé et dispositif d'étalonnage d'un système de mesure de carburant d'une machine à combustion interne, en particulier d'un véhicule automobile Download PDF

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Publication number
WO2009152877A1
WO2009152877A1 PCT/EP2008/066910 EP2008066910W WO2009152877A1 WO 2009152877 A1 WO2009152877 A1 WO 2009152877A1 EP 2008066910 W EP2008066910 W EP 2008066910W WO 2009152877 A1 WO2009152877 A1 WO 2009152877A1
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WO
WIPO (PCT)
Prior art keywords
injection
injector
mindestansteuerdauer
internal combustion
combustion engine
Prior art date
Application number
PCT/EP2008/066910
Other languages
German (de)
English (en)
Inventor
Michael Walter
Joachim Palmer
Thiebaut Beyrath
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 WO2009152877A1 publication Critical patent/WO2009152877A1/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
    • F02D41/24—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
    • F02D41/247—Behaviour for small quantities
    • 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
    • F02D41/2438—Active learning methods
    • 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
    • F02D41/402—Multiple injections

Definitions

  • the invention relates to a method and a device for calibrating a Kraftstoffzumesssystems an internal combustion engine, in particular a motor vehicle according to the preambles of the respective independent claims.
  • the pressure generation and the injection are decoupled from one another by means of a high-pressure accumulator G.Rail ", the injection pressure being generated independently of the engine speed and the injection quantity and being available in the high-pressure accumulator for the injection and the injection quantity are calculated in an electronic engine control unit and implemented by the injectors of each cylinder of the internal combustion engine via remote-controlled valves It is to be ensured that said partial injections over the life of the components of the fuel metering system and under all operating conditions in the operation of the internal combustion engine, such in the high pressure line (rail) of the common rail injection system prevailing rail pressure or injector temperature can be realized with the highest possible precision.
  • the metering of said small amounts is carried out on the basis of a zero quantity calibration, which is described, for example, in DE 199 45 618 Al.
  • a single injection valve injector
  • the activation period is increased stepwise until a change in a signal occurs at a "minimum control duration", for example a torque increase measurable on the internal combustion engine
  • a minimum control duration for example a torque increase measurable on the internal combustion engine
  • the mentioned learning of the injection quantity error or zero quantity correction takes place in the prior art at a defined injection quantity, typically at a quantity value of approximately 1.2 mm 3 / H.
  • the requested pre-injection amounts are variable during driving, typically in a range of about 0.5 mm 3 / H - 5.0 mm 3 / H
  • the learned value determined in the calibrated injection quantity is controlled by extrapolation. However, this extrapolation reduces the accuracy of the correction.
  • the present invention is based on the idea to improve the learning method described in the zero-quantity calibration, so that the time required for learning a calibration value is reduced.
  • the drive duration of an injector is not fixedly selected, but varied so that the typical amount range mentioned at the beginning for test injections is passed through as far as possible.
  • the resulting injection quantity which is determined according to the principle of the zero-quantity calibration mentioned above, stored in a Anêtdauerkennfeld.
  • the relationship between the values of the minimum control duration and the respective injection quantity resulting from the zero-quantity calibration is evaluated by regression calculation, preferably by means of linear regression, but alternatively also by means of a non-linear regression approach.
  • injector is understood herein to include all types of injectors or injectors, such as injectors used in direct injection gasoline engines, and is not limited to the injectors known in diesel engines.
  • injectors used in direct injection gasoline engines
  • the aforementioned drive duration map plays a central role for the metering accuracy.
  • the quantity signals of all calibration sequences are taken into account, whereby a very high precision or good noise reduction is already established by the mentioned regression approach.
  • the initially described filtering of the learning value can therefore be completely eliminated.
  • the method and the device according to the invention make it possible to learn a larger quantity range than just a single calibration quantity. This reduces possible extrapolation errors and thus increases the correction accuracy of the zero-quantity calibration.
  • the learning behavior in the zero-quantity calibration is significantly improved and the learning cycles are shortened accordingly.
  • a straight line can be adapted to the measuring points, which additionally shortens the learning time, in that the correlation coefficient can be used as a quality measure for determining the enabling time for the correction data.
  • a shortened zero-calibration learning phase also has the following advantages: a) Previous injector / nozzle generations were characterized by the fact that the drift was a slow phenomenon, which could easily follow the zero-quantity calibration, despite the considerable learning time. In cases where significant short-term drift occurs, shortening the time until activation of the correction or by accelerating learning also allows for accurate calibration at this early age of the injectors.
  • the zero quantity calibration is performed individually for each cylinder, with a doubling of the number of cylinders, for example from 4 to 8 cylinders, doubling the learning time of the zero quantity calibration, which can be considerably reduced by the present invention.
  • FIG. 1 shows a schematic representation of a fuel metering system of an internal combustion engine known in the prior art
  • Fig. 2 is a detailed illustration of the calculation of the driving times of an electrically operated valve according to the prior art
  • FIG. 3a is a comparison of a typical drive duration map with associated work areas according to the prior art and the present invention
  • FIG. 4 shows an overview block diagram of a device according to the invention.
  • FIG. 5 shows a flow chart of an exemplary embodiment of the calibration method according to the invention. Description of exemplary embodiments
  • FIG. 1 shows a block diagram of the essential elements of a fuel metering system of an internal combustion engine, preferably a self-igniting or directly injecting motor vehicle engine.
  • the internal combustion engine 10 receives a certain amount of fuel from a fuel metering unit 30 at a certain time.
  • Various sensors 40 detect measured values 15, which characterize the operating state of the internal combustion engine, and forward them to a control device 20.
  • the control device 20 is also supplied with various output signals 25 from further sensors 45. These sensors detect operating variables that characterize the state of the fuel metering unit and / or environmental conditions. Such a size is for example the driver's request.
  • the control unit 20 calculates - based on the measured values 15 and the further variables 25 - drive pulses 35, with which the fuel metering unit 30 is acted upon.
  • the fuel metering unit 30 may be configured differently.
  • a distributor pump can be used in which a solenoid valve determines the time and / or the duration of the fuel injection.
  • the fuel metering unit can be designed as a common rail system.
  • a high-pressure pump compresses fuel in a memory. From this memory then the fuel passes through injectors into the combustion chambers of the internal combustion engine. The duration and / or the beginning of the fuel injection is controlled by the injectors.
  • the injectors preferably include a solenoid valve or a piezoelectric actuator.
  • the control unit 20 calculates in known manner the fuel quantity to be injected into the internal combustion engine. This calculation takes place as a function of different measured values 15, such as, for example, the engine speed n, the actual start of injection, and possibly even further variables 25, which characterize the operating state of the vehicle. These other sizes are For example, the position of the accelerator pedal or the pressure and the temperature of the ambient air. Furthermore, it can be provided that a torque request is specified by other control units, such as the transmission control.
  • the controller 20 then converts the desired amount of fuel into drive pulses. With these drive pulses then the quantity-determining member of the fuel metering unit is acted upon. As a quantity-determining member is the electrically operated valve. This electrically operated valve is arranged so that the amount of fuel to be injected is determined by the opening duration or by the closing duration of the valve.
  • a small amount of fuel is metered into the cylinder shortly before the actual injection.
  • This injection is referred to as the pilot injection and the actual injection as the main injection.
  • a small amount of fuel is metered after the main injection. This is then called post-injection.
  • the individual injections are divided into further partial injections.
  • This quantity specification 110 calculates a fuel quantity QKW which corresponds to the driver's request.
  • This quantity signal QKW reaches a node 115 at whose second input the output signal QKM of a second synchronization 155 is present.
  • the output signal of the first connection point 115 reaches a second connection point 130, which in turn acts on a drive duration calculation 140.
  • the signal QKO is the zero quantity correction 145.
  • the quantity signals are preferably linked additively.
  • the drive duty calculation 140 calculates, based on the output signal of the node 130, the drive signal for energizing the fuel metering unit 30.
  • the drive duty calculation calculates the drive duration applied to the electrically operated valves.
  • a sensor wheel 120 On a sensor wheel 120 various markers are arranged, which are scanned by a sensor 125.
  • the sender wheel is a so-called segment wheel, which has a number of markings corresponding to the number of cylinders, in the exemplary embodiment illustrated this is four.
  • This donor wheel is preferably arranged on the crankshaft. This means, per motor revolution, a number is generated at the pulses, which corresponds to twice the number of cylinders.
  • the sensor 125 supplies a corresponding number of pulses to a first synchronization 150.
  • the first synchronization 150 acts on a first controller 171, a second controller 172, a third controller 173 and a fourth controller 174.
  • the number of controllers corresponds to the number of cylinders.
  • the output signals of the four regis- ler then arrive at the second synchronization 155. Furthermore, the output signals of the controller reach the zero quantity correction 142.
  • the output signal of the second synchronization can also be fed to the zero quantity correction 142. This alternative is shown with a dashed line.
  • the device shown in Fig. 2 operates as follows. Based on various signals, such as a signal indicative of the driver's request, the fuel quantity command signal QKW, which is required to provide the torque desired by the driver, determines the fuel quantity desired signal QKW. Due to tolerances, in particular the fuel metering unit 30, deviations occur between the desired injection quantity and the actually injected fuel quantity.
  • the individual cylinders of the internal combustion engine usually measure different amounts of fuel with the same drive signal.
  • MAR quantity compensation control
  • MAR quantity compensation control
  • the first regulator 171 is assigned to the first cylinder
  • the second regulator 172 to the second cylinder
  • the third regulator 173 to the third cylinder
  • the fourth regulator 174 to the fourth cylinder.
  • only one controller is provided, which is assigned alternately to the individual cylinders.
  • the first synchronization 150 determines a desired value and an actual value for each individual controller.
  • a special filtering of the signal of the sensor 125 is carried out.
  • the output signals of the controllers 171 to 174 are supplied to a second synchronization 155, which provides a correction quantity QKM with which the desired quantity QKW is corrected.
  • This quantity compensation control is designed such that the regulators regulate the quantity metered to the individual cylinders to a common mean value. If a cylinder measures an increased quantity of fuel due to tolerances, then a negative fuel quantity QKM is added to the driver's desired quantity QKW for this cylinder. If a cylinder measures too little amount of fuel, then a positive fuel quantity QKM is added to the driver's desired quantity QKW.
  • the controller corresponding to the cylinder N determines a correction value.
  • the zero quantity correction 142 detects the activation time ADO (N) at which an injection quantity which is just to be differentiated from the zero quantity is injected.
  • ADO (N) is stored and used in later metering to correct the driving time of the cylinder N. In Fig. 2, this is illustrated by using the value ADO (N) to form the correction value QKO.
  • FIG. 3 a the application and work areas available today and in the future for the activation duration and the injection quantity are compared in a diagram injection quantity in the unit [mm 3 / H] over activation period in the unit [ ⁇ s].
  • the current field of application 200 with pre-injections is considerably larger than the current working range 205, wherein the possible working range 210 clearly exceeds the current working range 205.
  • the (measured) calibration or characteristic curve likewise drawn in FIG. 3a shows a linear behavior only in a limited value range of the two variables and behaves more parabolically in the entire value range encompassed here.
  • the typical signal threshold 215 of an injector of 1.00 mm3 / H is plotted. With an enlargement of the working area, for example, to the possible working area 210, this non-linear behavior comes to bear more in the zero-quantity calibration.
  • FIG. 3b two different regression approaches are shown, based on measured characteristic data (as in FIG. 3a) in the time window between 250 and 520 ⁇ s drive duration.
  • the first approach is a regression line 300 fitted to the measurement data
  • the second approach is an adaptation of a parabola (for example a quadratic curve).
  • a parabola for example a quadratic curve
  • FIG. 4 shows a simplified block diagram of a device according to the invention for controlling a fuel metering system.
  • the input variables of this functional unit 400 thus represent the setpoint quantity of the pre-injection 405, the current rail pressure 410 and the request of a pre-injection 415 per se.
  • the functional unit 400 supplies the value of the activation duration under load 420 for the requested pre-injection.
  • a functional unit 425 by means of which the quick-learning of the injector characteristic curve described here takes place, and a storage element 430, preferably an EEPROM, into which the respectively learned injector characteristic curve is stored non-volatilely.
  • the input variables for the quick learning unit 425 are the injection quantity (ZFC) 435 resulting from the zero quantity calibration, the current rail pressure 440 and the activation duration ZFC 445, which is set variably in accordance with the invention.
  • ZFC Zero Fuel Quantity Calibration
  • ZFC is another term for the pre-injection zero quantity calibration described herein.
  • a status signal or status bit 450 which signals a coasting phase and by means of which the quick learning unit is started.
  • FIG. 5 shows an exemplary embodiment of a routine for realizing the learning method according to the invention in zero-quantity calibration in a fuel metering system of an internal combustion engine of a motor vehicle. wrote. It should be emphasized that the invention can in principle also be used in other internal combustion engines with the advantages described herein.
  • test injections are actuated in each case on a cylinder whose activation duration or resulting injection quantity is not fixedly selected but varied so that a typical quantity range of, for example, 0.5 mm 3 / H - 5.0 mm 3 / H is covered ,
  • step 505 the value of the test injection quantity ME TE is first set to a starting value, in the present exemplary embodiment to a minimum value ME TE _min (step 510). The now following steps 520-550 are performed for each cylinder and each injector arranged on a cylinder.
  • step 520 first the value of the drive duration for the test injection AD (ME TE ) is set to a corresponding start value AD (ME TE _min).
  • step 525 a test injection is performed with the said drive duration AD (ME TE ).
  • a quantity signal ME is calculated (step 530) and the actuation time AD, starting from said start value AD (ME TE _min), possibly even in both temporal directions, varies or iterates until a predefined quantity signal range has run off ,
  • the abort criterion for the mentioned variation or iteration in the present exemplary embodiment is the undershooting / exceeding of an empirically predetermined minimum / maximum threshold of the resulting quantity signal, in which lying above the maximum threshold ME TE _max ..
  • the resulting quantity signal ME is detected in the manner described and a regression calculation is carried out on the basis of the stored value pairs (ME / AD) in step 550.
  • the regression calculation is a linear regression approach, by means of which a correlation coefficient for all value pairs (ME / AD) is calculated in a manner known per se.
  • the associated quantity signal is determined and stored according to the principle of zero-quantity calibration described above for each actuation period.
  • the injection quantity according to the principle of zero quantity calibration can be known to be determined from the speed of the internal combustion engine or an oxygen or ion current signal.
  • the need for extrapolation is thus completely eliminated, however, if necessary, it is possible simply via the approach of the straight-line equation and without additional arithmetic or application expenditure.
  • the respective measurement points, quantity signal as a function of the activation duration ' can be measured during one or more deceleration phases of the internal combustion engine.
  • a large number of measuring points is advantageous in order to achieve a high accuracy / noise suppression.
  • the correlation coefficient offers the possibility to monitor the procedure for learning quality and to detect possible errors in the calibration procedure.
  • a non-linear approach can be used instead of a straight line approach.
  • Fig. 3b the straight line and parabolic approach is shown.
  • Particularly advantageous are those approaches that can be easily linearized.
  • the rail pressure levels can be selected so tightly that learning a map area becomes possible. In map learning, it would also be possible to learn injectors with plateau formation.
  • step 555 a check is then made as to whether the currently present correlation coefficient exceeds a lower threshold correlation coefficient, which is an indication as to whether or not there are sufficient measurement points based on different activation periods. It should be noted that a sufficiently high degree of correlation quality can be achieved due to the large range of values for the input variables, since, in particular, the activation duration is over a sufficiently large range is varied. If this criterion 555 is not met, the memory is initialized (step 560) and a return to initial step 500 is performed.
  • step 565 Only when the condition 555 is met is the present routine aborted, and in step 565 the then present regression line for the further operation of the internal combustion engine released or enabled.

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

Abstract

L'invention concerne un procédé et un dispositif d'étalonnage d'un système de mesure de carburant d'une machine à combustion interne, en particulier d'un véhicule automobile. Au moins un injecteur est piloté pour une première injection d'essai avec une première quantité injectée et un premier signal de quantité ainsi obtenu est recueilli, tandis qu'une première durée minimale de pilotage est déterminée. Il est prévu que ledit ou lesdits injecteurs soient pilotés pour au moins une deuxième injection d'essai avec une deuxième quantité injectée qui diffère de la première quantité injectée et qu'au moins un deuxième signal de quantité ainsi obtenu soit recueilli, au moins une deuxième durée minimale de pilotage étant déterminée pour ladite ou lesdites deuxièmes quantités injectées. Sur la base de la première durée minimale de pilotage et de ladite ou lesdites deuxièmes durées minimales de pilotage ainsi que du premier signal de quantité et dudit ou desdits deuxièmes signaux de quantité, un calcul par régression est réalisé.
PCT/EP2008/066910 2008-06-17 2008-12-05 Procédé et dispositif d'étalonnage d'un système de mesure de carburant d'une machine à combustion interne, en particulier d'un véhicule automobile WO2009152877A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008002482.1 2008-06-17
DE200810002482 DE102008002482A1 (de) 2008-06-17 2008-06-17 Verfahren und Vorrichtung zur Kalibrierung eines Kraftstoffzumesssystems einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

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Cited By (1)

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CN103492693A (zh) * 2011-04-18 2014-01-01 罗伯特·博世有限公司 用于校准机动车的燃料配量系统的方法和装置

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DE102010063344B4 (de) * 2010-12-17 2023-03-23 Robert Bosch Gmbh Verfahren zum koordinierten Durchführen einer Anzahl von Injektorkalibrierungsvorgängen
DE102011089296B4 (de) 2011-12-20 2024-05-08 Robert Bosch Gmbh Verfahren und Vorrichtung zur Kalibrierung eines Kraftstoffzumesssystems eines Kraftfahrzeugs
DE102012201601A1 (de) 2012-02-03 2013-08-08 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine
DE102012208456A1 (de) 2012-05-21 2013-11-21 Robert Bosch Gmbh Verfahren zur Korrektur eines Mengenersatzsignals
DE102013208268B4 (de) * 2013-05-06 2018-05-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Einspritzvorrichtung
DE102015203344A1 (de) 2015-02-25 2016-08-25 Robert Bosch Gmbh Verfahren zum Kalibrieren einer Kraftstoffzumesseinheit
DE102015212209A1 (de) 2015-06-30 2017-01-05 Robert Bosch Gmbh Verfahren und Vorrichtung zum quantitativen Bestimmen von Injektor-Mengenfehlern eines Kraftstoffeinspritzsystems einer Brennkraftmaschine
CN110821696B (zh) * 2019-11-21 2022-05-03 南京邮电大学 控制发动机高压油管油压的方法

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EP0947686A2 (fr) * 1998-03-31 1999-10-06 Isuzu Motors Limited Système d' injection de carburant
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EP0937882A2 (fr) * 1998-02-18 1999-08-25 Isuzu Motors Limited Système d'injection pour moteur à combustion
EP0947686A2 (fr) * 1998-03-31 1999-10-06 Isuzu Motors Limited Système d' injection de carburant
EP0959237A2 (fr) * 1998-05-20 1999-11-24 LUCAS INDUSTRIES public limited company Méthode de commande
WO2003006809A1 (fr) * 2001-07-13 2003-01-23 Mazda Motor Corporation Procede et systeme de commande de moteur diesel
FR2857700A1 (fr) * 2003-07-16 2005-01-21 Magneti Marelli Motopropulsion Procede de determination en temps reel de la caracteristique de debit d'injecteur de carburant
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Publication number Priority date Publication date Assignee Title
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