WO2013045805A1 - Commande d'injection de carburant au démarrage d'un moteur thermique - Google Patents
Commande d'injection de carburant au démarrage d'un moteur thermique Download PDFInfo
- Publication number
- WO2013045805A1 WO2013045805A1 PCT/FR2012/052134 FR2012052134W WO2013045805A1 WO 2013045805 A1 WO2013045805 A1 WO 2013045805A1 FR 2012052134 W FR2012052134 W FR 2012052134W WO 2013045805 A1 WO2013045805 A1 WO 2013045805A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- fuel
- derivative
- inj
- setpoint
- 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
- F02D41/30—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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1012—Engine speed gradient
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/045—Detection of accelerating or decelerating state
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
- F02M1/16—Other means for enriching fuel-air mixture during starting; Priming cups; using different fuels for starting and normal operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
- F02M2700/13—Special devices for making an explosive mixture; Fuel pumps
Definitions
- the invention relates to the field of the control of fuel injection, in particular in gasoline, at the start of a heat engine, in particular operated in the context of a motor vehicle.
- the invention more particularly relates to a fuel injection control method for starting a heat engine, an electronic control unit implementing this method, and a motor vehicle equipped with such a unit.
- the starting phase of the engine is generating consumption and polluting emissions because during this phase, it is necessary to provide a high energy to start the engine. This problem is all the more critical that the exhaust after-treatment system has, at the same time, a low efficiency due to its low temperature. Any fuel not consumed by explosions within the engine is present as HC / CO exhaust.
- the control of the injection during the start-up phase of an internal combustion engine exploits an open-loop automation solution and therefore imposes a calibration taking into account the manufacturing, environmental and other dispersions. of fuel type, which impact the engine.
- the injection is regulated (by a control in opening / closing of the injectors to adjust the injection time) on a fixed target that takes into account these dispersions to increase the richness of the air / fuel mixture. It is necessary to greatly enrich the air / fuel mixture at startup so that this operation is possible whatever the conditions.
- the calibration must make it possible to start the most inert motor (i.e. which has the most internal mechanical friction) powered by the least volatile fuel possible. This results in the majority of cases excessive consumption compared to the actual needs of each engine and untreated pollutant emissions by the after-treatment system which usually includes a catalyst and which has not yet reached its operating temperature at start-up.
- a first aspect of the invention relates to a method of controlling fuel injection at the start of a heat engine, which comprises a first step of determining a target fuel quantity at startup, according to a difference between motor setpoint acceleration and instantaneous motor acceleration.
- the determination step may comprise a first phase of determining a difference between a real engine speed derivative and an engine speed derivative setpoint, the difference between the actual speed derivative and the speed derivative reference being representative of the difference between the setpoint acceleration of the engine and the instantaneous acceleration of the engine.
- the actual speed derivative can be determined from a value of the derivative of the instantaneous engine speed of a temperature of a coolant coolant of the engine.
- the engine speed derivative setpoint can be determined from the temperature of the coolant coolant of the engine, the derived ladder calculation step being proportional to the instantaneous speed.
- the determination step may comprise a second phase of generating a richness correction factor at startup, from a map taking as input the difference between the derivative of actual speed and the engine speed derivative setpoint and the coolant temperature of the engine cooling.
- the mapping can correspond to a proportional regulator of wealth correction.
- the determining step may comprise a third phase of characterizing the starting amount of fuel at startup, from the start-up richness correction factor and a preset amount of base set fuel.
- the third characterization phase may include a modulation of the start-up richness correction factor as a function of the number of possible engine restarts.
- the method may include a second step of injecting an amount of the fuel corresponding selectively to the set start fuel amount determined in the first step or a predetermined amount of base set fuel.
- the selection from the starting set fuel quantity and the preset basic fuel set quantity depends at least on a first condition using a criterion related to the engine RPM and a second condition using a difference criterion. between a real engine speed derivative and a engine speed derivative setpoint.
- the first condition can be verified, for example, if the instantaneous engine speed is greater than or equal to a first predetermined threshold.
- the second condition can be verified for example if the difference between the real engine speed derivative and the engine speed derivative setpoint is greater than or equal to a second predetermined threshold.
- the second step may consist in injecting, during a predetermined period, the quantity of target fuel at the start determined in the first step, when the first and second conditions are simultaneously checked.
- the determined duration may be a function of the temperature of the coolant coolant of the engine.
- the selection of the starting fuel quantity at the start and the preset amount of base set fuel may depend on the number of possible engine restarts.
- the second step may include a regulation of the fuel injection time at the engine according to the amount of fuel to be injected.
- a second aspect of the invention relates to an electronic control unit which implements the fuel injection control method at the start of a heat engine as presented above.
- a third aspect of the invention relates to a motor vehicle comprising such an electronic control unit, a heat engine, and a fuel injection device supplying the engine and driven by the electronic control unit.
- FIG. 1 illustrates the block diagram of an exemplary electronic control unit implementing a control method according to the invention
- FIG. 2 illustrates the structure of the "Start_Factor" block of FIG. 1,
- FIG. 3 illustrates the structure of the "Derivative_Consign" block of FIG. 2,
- FIG. 4 illustrates the structure of the block "Momentary derivative" of FIG. 2,
- FIG. 5 illustrates the structure of the block “Starter_Carburant_block” of FIG. 1,
- FIG. 6 illustrates the structure of the block "Mode_Start" of FIG. 5
- FIG. 8 illustrates the structure of the "Condition_Desactivation" block of FIG. 7,
- FIG. 9 represents the evolution curve in time of the engine speed and of the difference between an engine reference acceleration and an instantaneous motor acceleration, when the control according to the invention is applied.
- a first aspect thus relates to a method of controlling fuel injection at the start of a heat engine.
- the method comprises a first step consisting in determining a set amount of fuel at startup, the determination being a function of a difference between a setpoint acceleration of the engine and an instantaneous acceleration of the engine.
- the control method then comprises a second step of injecting a q uantity of fuel "Q_INJ_CONS_DEM" corresponding selectively to the amount of fuel set at startup "Q_INJ_DEM" determined at the first step, that is to a predetermined quantity of base set fuel "Q_INJ”.
- Fig ure 1 illustrates the block diagram of an example of an electronic control unit implementing a control method according to the invention.
- the control unit comprises a first block of establishment of a wealth correction factor at startup, this first block being named "Start_Factor".
- the determination step comprises a first phase of determining a difference between a real engine speed derivative (output 1 called “instantaneous derivative” on FIG. 4) and a motor speed derivative setpoint (output 1 called “Setpoint derivative” in FIG. 3), the difference between the real speed derivative and the speed derivative reference being representative of the difference between the motor setpoint acceleration and instantaneous motor acceleration.
- FIG. 2 illustrates the structure of the "Start_Factor” block of FIG. 1, which consists, on the one hand, of a “Derivative_Consign” block detailed in FIG. 3 and, on the other hand, of an “INSTANTDRIVEDIR” block detailed in FIG. Figure 4.
- the block “Constant Derivative” determines the derived from the actual engine speed, corresponding to the output signal 1 called “instantaneous derivative” in FIG. 4.
- the “Derivative_Consigne” block determines the engine speed derivative setpoint, corresponding to the output signal 1 called “Setpoint derivative” on Figure 3.
- the real speed derivative (output 1 called “filtered regime derivative” in FIG. 4) is determined from a value of the derivative of the instantaneous engine speed (input called "DERV_N”) and a temperature of a coolant coolant of the engine (input called "Temp_eau”).
- the setpoint derivative is constructed in the form:
- the engine speed derivative setpoint (output 1 called “Setpoint derivative” in FIG. 3) is determined from the temperature of the coolant coolant engine ("Temp_eau”).
- the calculation step of said derivative is proportional to the instantaneous speed "N”, thanks for example to the "Event ()” input of the "Start_Factor” block in FIG.
- the structure "Derivative_Consign” calculates the derivative at each Top Dead Center “EV_TDC” and during power-up initialization “EV_PW” and engine timing “EV_STA”.
- the derivative setpoint also called the setpoint derivative, is a function of the calculation step, the latter being a function of the "N" regime.
- the operation thus obtained is a derivative setpoint "Derivative setpoint” which varies according to the instantaneous regime "N” and tends to decrease as the speed increases.
- a saturation saturation and a first order filter allow a coherence with respect to the calculation of the filtered regime derivative in relation with Figure 4.
- C istype
- the factor “k” depends on “Temp_eau” thanks to the block “Gain_fct_Temperature_Eau” in FIG.
- the determination step comprises a second phase of elaboration of the richness correction factor at startup "Fac_Corr_Richesse”, from a map (block “Fact_enrichtician” in FIG. 2) taking as input "VAR_X” the difference between the real-regime derivative and the derivative setpoint of engine speed, and the temperature of the engine coolant coolant "TCO” at the input "VAR_Y".
- the mapping corresponds to a proportional regulator of wealth correction.
- the determination step comprises a third phase of characterization of the target fuel quantity at startup "Q_INJ_DEM", from the start-up correction factor "Fac_Corr_Richesse” and from a pre-set quantity of base set fuel "QJNJ". This characterization phase is carried out periodically, for example from the event "EV_10ms”.
- the third characterization phase comprises a modulation of the start-up correction factor "Fac_Corr_Richesse” as a function of the number of possible restartings of the engine.
- This modulation carried out in the block “Mode_Start” depends on the entry "Red_Mot”; this variable comes from a calculation that is not represented.
- the "Start Mode” block is detailed in FIG. 6.
- the "Red_Mot” parameter is used to provide a modulation to the "Fac_Corr_Richesse” parameter in order to establish a final enrichment factor taking into account a notion of difference in the moment of inertia and friction at startup between a first start situation and a re-start situation. It is this final enrichment factor which is multiplied with the quantity "Q_INJ” to obtain the parameter "Q_INJ_DEM".
- the "Red_Mot” parameter makes it possible to detect possible successive starts. Indeed, during a first start, the oil film is not established, causing greater friction. This first start requires a higher torque, so a larger amount of fuel. Fixes are applied via this detection for re-starts in the "Start_Start” and "Application_Fabric_Mass” blocks.
- the block "Mode_Start” allows consolidation of the wealth correction factor "Fac_Corr_Richesse”.
- a gain makes it possible to correct this factor during re-starts, then the factor is limited by a saturation in order to avoid aberrant factors to finally be multiplied by the quantity "QJNJ". This is calculated from the estimation of the air flow entering the engine and stoichiometry as well as various corrections when necessary.
- control principle makes it possible to provide the heat engine with the right amount of fuel required for starting, thanks to the variable modulation over time conferred by the start-up richness correction factor thus produced.
- the control further comprises, as indicated above and with reference to FIG. 7, a second step of injecting an amount of fuel "Q_INJ_CONS_DEM" corresponding selectively to the quantity of fuel set at the start "Q_INJ_DEM” determined in the first step or the preset amount of base set fuel "Q_INJ”.
- the method uses the preset quantity of basic set fuel "Q_INJ". This quantity is exploited in a first start-up sequence in combination with the total enrichment factor. Then, once the first sequence is complete, the method provides a second post-start sequence during which the fuel injection is controlled directly only from the preset quantity of "Q_INJ" base fuel, regardless of total enrichment factor.
- the selection from the set fuel quantity at start “Q_INJ_DEM” and the preset quantity of base set fuel “Q_INJ” depends at least on a first condition using a criterion associated with the instantaneous regime. "N” of the engine and a second condition exploiting a criterion associated with the difference "Diff_Cons / lnst" (corresponding to the output marked 2 in FIG. 2) between the real-time derivative of the filtered engine and the set reference value. engine speed . This selection is made periodically, for example from the event "EV_10ms".
- the first condition is verified if the instantaneous speed "N" of the motor is greater than or equal to a first predetermined threshold, for example equal to 1000rpm.
- the second condition is for example verified if the difference between the real engine speed derivative of the filtered engine and the engine speed derivative setpoint is greater than or equal to a second predetermined threshold, for example equal to 0.
- the second step can in particular consist in injecting, for a determined duration ⁇ (FIG. 9), the quantity of target fuel at startup "Q_INJ_DEM” determined in the first step, when the first and second conditions are simultaneously checked.
- the determined duration is a function, for example, of the temperature of the coolant coolant of the engine “Water Temp” (input 7 of the "Reset_condition” block).
- the selection from the set fuel quantity at startup "Q_INJ_DEM” and the preset amount of basic fuel setpoint "Q_INJ” depends on the number of possible engine restarts, through the signal “Red_Mot” and incoming (input 2) in the block "Condition_Desactivation" of Figure 7, detailed in Fig ure 8.
- the second step may include a regulation of the fuel injection time at the engine according to the amount of fuel to be injected "Q_INJ_CONS_DEM".
- a second aspect of the invention relates to an electronic control unit which implements the fuel injection control method at the start of a heat engine as developed above.
- the control unit comprises all the blocks described above.
- a third aspect of the invention relates to a motor vehicle comprising an electronic control unit as mentioned above, a heat engine, and a fuel injection device supplying the thermal engine and driven by the engine unit. electronic control.
- the invention relates to a heat engine controlled by a com ma nd e such unit as described above, and a data recording medium readable by the control unit, on which is recorded a computer program comprising means of computer program codes for implementing the phases and / or steps of a control method as mentioned above.
- control unit integrated in any computer or adapted automaton makes it possible to define (curve C1) a start state (injection of the quantity "Q_INJ_DEM”) to the left of the line T and a conventional operating state (injection of the quantity "Q_INJ”) to the right of the line T.
- the start (left part of the curves C1 to C3 with respect to the line marked T) comprises the patch described above with respect to the quantity "Q_INJ" thanks to the total wealth itself determined by the start-up wealth correction factor.
- Curve C2 represents the evolution over time of the engine speed "N", as well as the illustration of condition 1.
- the curve C3 illustrating the difference between the derivative setpoint and the real speed derivative represents the acceleration or energy required to start the engine. This difference is transformed into a gain on wealth.
- the determined duration of application of the quantity "Q_INJ_DEM” is marked ⁇ and corresponds to a delay before coming to its conclusion when the quantity "Q_INJ” is applied.
- control device mentioned in this document can be adapted to the air control of the engine (via the throttle valve) or to the control of the advance during starting by taking as reference respectively a reference throttle opening and a reference value of the advance instead of the richness 1.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/347,462 US20140251279A1 (en) | 2011-09-26 | 2012-09-25 | Control of the injection of fuel upon combustion engine start-up |
EP12773071.1A EP2761153B1 (fr) | 2011-09-26 | 2012-09-25 | Commande d'injection de carburant au démarrage d'un moteur thermique |
BR112014006424A BR112014006424A2 (pt) | 2011-09-26 | 2012-09-25 | processo de comando de injeção de combustível na partida de um motor térmico, unidade de comando eletrônico, e, veículo automotivo |
JP2014531297A JP2014526650A (ja) | 2011-09-26 | 2012-09-25 | 燃焼機関の始動時の燃料の噴射の制御 |
CN201280043315.3A CN103782014A (zh) | 2011-09-26 | 2012-09-25 | 控制内燃机起动时的燃料喷射 |
RU2014116900/07A RU2014116900A (ru) | 2011-09-26 | 2012-09-25 | Управление впрыском топлива при запуске двигателя внутреннего сгорания |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1158564 | 2011-09-26 | ||
FR1158564A FR2980529B1 (fr) | 2011-09-26 | 2011-09-26 | Commande d'injection de carburant au demarrage d'un moteur thermique |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013045805A1 true WO2013045805A1 (fr) | 2013-04-04 |
Family
ID=47023005
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2012/052134 WO2013045805A1 (fr) | 2011-09-26 | 2012-09-25 | Commande d'injection de carburant au démarrage d'un moteur thermique |
Country Status (8)
Country | Link |
---|---|
US (1) | US20140251279A1 (fr) |
EP (1) | EP2761153B1 (fr) |
JP (1) | JP2014526650A (fr) |
CN (1) | CN103782014A (fr) |
BR (1) | BR112014006424A2 (fr) |
FR (1) | FR2980529B1 (fr) |
RU (1) | RU2014116900A (fr) |
WO (1) | WO2013045805A1 (fr) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3015374B1 (fr) | 2013-12-20 | 2016-01-22 | Renault Sas | Procede de demarrage a froid d'un moteur thermique et dispositif de motorisation associe |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4329448A1 (de) * | 1993-09-01 | 1995-03-02 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Zumessen von Kraftstoff im Startfall eines Verbrennumgsmotors |
US5447138A (en) * | 1994-07-29 | 1995-09-05 | Caterpillar, Inc. | Method for controlling a hydraulically-actuated fuel injections system to start an engine |
EP1223326A2 (fr) * | 2001-01-11 | 2002-07-17 | Volkswagen Aktiengesellschaft | Méthode de commande de la quantité de carburant injectée pendant le démarrage et de détermination de la qualité du carburant |
WO2006109543A1 (fr) * | 2005-03-30 | 2006-10-19 | Toyota Jidosha Kabushiki Kaisha | Procédé d'optimisation de la quantité de carburant injecté et appareil de régulation d'injection de carburant pour un moteur à combustion interne |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1477651A1 (fr) * | 2003-05-12 | 2004-11-17 | STMicroelectronics S.r.l. | Méthode et procédé pour déterminer la pression à l'intérieur de la chambre de combustion d'un moteur à explosion, en particulier d'un moteur à allumage spontané, et pour commander l'injection de carburant dans le moteur |
-
2011
- 2011-09-26 FR FR1158564A patent/FR2980529B1/fr not_active Expired - Fee Related
-
2012
- 2012-09-25 JP JP2014531297A patent/JP2014526650A/ja active Pending
- 2012-09-25 CN CN201280043315.3A patent/CN103782014A/zh active Pending
- 2012-09-25 US US14/347,462 patent/US20140251279A1/en not_active Abandoned
- 2012-09-25 EP EP12773071.1A patent/EP2761153B1/fr active Active
- 2012-09-25 RU RU2014116900/07A patent/RU2014116900A/ru not_active Application Discontinuation
- 2012-09-25 BR BR112014006424A patent/BR112014006424A2/pt not_active Application Discontinuation
- 2012-09-25 WO PCT/FR2012/052134 patent/WO2013045805A1/fr active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4329448A1 (de) * | 1993-09-01 | 1995-03-02 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Zumessen von Kraftstoff im Startfall eines Verbrennumgsmotors |
US5447138A (en) * | 1994-07-29 | 1995-09-05 | Caterpillar, Inc. | Method for controlling a hydraulically-actuated fuel injections system to start an engine |
EP1223326A2 (fr) * | 2001-01-11 | 2002-07-17 | Volkswagen Aktiengesellschaft | Méthode de commande de la quantité de carburant injectée pendant le démarrage et de détermination de la qualité du carburant |
WO2006109543A1 (fr) * | 2005-03-30 | 2006-10-19 | Toyota Jidosha Kabushiki Kaisha | Procédé d'optimisation de la quantité de carburant injecté et appareil de régulation d'injection de carburant pour un moteur à combustion interne |
Also Published As
Publication number | Publication date |
---|---|
FR2980529A1 (fr) | 2013-03-29 |
CN103782014A (zh) | 2014-05-07 |
JP2014526650A (ja) | 2014-10-06 |
EP2761153A1 (fr) | 2014-08-06 |
EP2761153B1 (fr) | 2015-09-23 |
US20140251279A1 (en) | 2014-09-11 |
BR112014006424A2 (pt) | 2017-04-11 |
RU2014116900A (ru) | 2015-11-10 |
FR2980529B1 (fr) | 2015-01-09 |
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