WO2015055305A1 - Procédé et dispositif permettant de commander une soupape d'injection d'un moteur à combustion interne - Google Patents

Procédé et dispositif permettant de commander une soupape d'injection d'un moteur à combustion interne Download PDF

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Publication number
WO2015055305A1
WO2015055305A1 PCT/EP2014/002773 EP2014002773W WO2015055305A1 WO 2015055305 A1 WO2015055305 A1 WO 2015055305A1 EP 2014002773 W EP2014002773 W EP 2014002773W WO 2015055305 A1 WO2015055305 A1 WO 2015055305A1
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WIPO (PCT)
Prior art keywords
injector
control unit
internal combustion
combustion engine
injection
Prior art date
Application number
PCT/EP2014/002773
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German (de)
English (en)
Inventor
Andreas Mehr
Norman STOHNER
Original Assignee
Mtu Friedrichshafen Gmbh
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Application filed by Mtu Friedrichshafen Gmbh filed Critical Mtu Friedrichshafen Gmbh
Publication of WO2015055305A1 publication Critical patent/WO2015055305A1/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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount

Definitions

  • the invention relates to a method for determining at least one actual injection parameter of at least one injector of an internal combustion engine according to claim 1, as well as an internal combustion engine according to claim 10.
  • German Offenlegungsschrift DE 10 2004 006 896 A1 discloses a method in which an injection end and a virtual start of injection are determined from a measured pressure curve of an individual accumulator of a common rail injection system.
  • German Patent Document DE 10 2006 007 365 B3 discloses a recursion method for determining an injection end, wherein a virtual start of injection can also be calculated. With the aid of such methods, it is possible to determine as precisely as possible actual injection parameters, in particular an injection start and / or an injection end of an injector. A quality of combustion or also a composition of exhaust gas of an internal combustion engine are decisively determined by the start of injection and the injection end of the injectors.
  • the injectors are controlled by means of a current supply, ie with a voltage or with a current
  • Bestromungsparametern is stored together with respective associated Bestromungs time values, wherein the measured injection parameters measured value-time values are assigned. Subsequently, the energizing parameters are assigned to the injection parameters on the basis of a comparison of the energizing time values with the measured value time values, a measured injection parameter being assigned to that energizing parameter whose energizing time value within a predetermined tolerance band corresponds to the measured value time value of the injection parameter.
  • This method is comparatively complicated and expensive, because in a control unit of the internal combustion engine an additional
  • Ring memory for storing the Bestromungsparameter and the Bestromungs time values must be maintained.
  • the invention is based on the object, a method for determining at least one actual injection parameters and an internal combustion engine for performing this To provide method, wherein said disadvantages do not occur.
  • An injector to be measured is selected. It will be a
  • the request signal generated.
  • the request signal is registered, and it becomes a
  • Announcement signal generated. A time-resolved detection of a pressure profile upstream of an injection opening of the injector is started. The announcement signal is registered and it becomes at least one for the injector during the detection of the pressure history
  • the injector is controlled with the determined Bestromungsparameter during the detection of the pressure curve, and the Bestromungsparameter is stored. Finally, the detection of the pressure curve is ended, and at least one actual injection parameter is determined from the detected pressure profile.
  • the method comprises a synchronization between the energization of the injector on the one hand and the time-resolved detection of the pressure curve on the other hand. This is realized by requesting with the request signal, the detection of the pressure curve for the selected injector, wherein the announcement signal the beginning of the detection of the pressure curve is announced. Upon the registration of the request signal, the advertisement signal is generated and the detection of the pressure history is started.
  • the at least one energization parameter is determined, and the injector is driven with it. This happens during the acquisition of the pressure curve. The energizing parameter is saved. Finally, there is a clear correlation between the energizing parameter and the recorded pressure profile
  • Request signal and the announcement signal are clearly related and synchronized with each other.
  • the method steps described here are performed during a working cycle of the internal combustion engine. It is therefore ensured that the detected pressure profile always based on the stored current to the injector. Since there is a perfect synchronization between the detection of the pressure curve and thus the determination of the actual injection parameter on the one hand and the control of the injector with the Bestromungsparameter on the other hand, there is no need additionally stored time values, and it requires in particular no storage of a plurality of Bestromungsparametern in order to subsequently be able to assign one of the parameters for the best parameters to a determined, actual injection parameter.
  • the method is therefore simple and inexpensive to carry out. In particular, the otherwise required additional ring memory can be saved in the control unit. In the context of the method are preferably apart from the process steps shown here no
  • the method is preferably used in an internal combustion engine, which
  • common high-pressure accumulator namely having a common rail injection system.
  • the injectors of the internal combustion engine are fluid-connected to the common high-pressure accumulator.
  • Injectors themselves form a high pressure system.
  • a pressure curve is preferably a time-resolved course of a pressure in the high-pressure system, in particular in the
  • Injection parameters in particular a start of injection, an injection end and / or an injection duration are determined.
  • injection parameter can be measured several times, which of course is readily possible and preferably also carried out, but rather that it is possible on the one hand, only one
  • Injection parameters for example, the start of injection to determine, but it is also possible is to determine more than one injection parameter, for example, the start of injection, the end of injection and the duration of injection. In the context of the method, therefore, at least one of the injection parameters mentioned here is preferably determined as the actual injection parameter.
  • German patent application DE 10 2004 006 896 AI apparent The disclosure content of this application is fully incorporated by reference herein with respect to the determination of the end of injection and the start of injection from the pressure profile.
  • German Patent DE 10 2006 007 365 B3 discloses a recursion method for determining an injection end, wherein a virtual start of injection can also be calculated. Also this document is incorporated herein by reference with respect to the method for determining the end of injection and the start of injection from a corresponding pressure curve.
  • an injection end and preferably also an injection start as injection parameter from the pressure profile measured upstream of the injection opening of the injector in the direction of flow. From the injection end and the start of injection it is again possible to calculate an injection duration.
  • As Bestromungsparameter is preferably a Bestromungsbeginn and / or a
  • energizing parameter likewise does not indicate that the energizing parameter is determined several times, which of course is readily possible and preferably also carried out, but rather that a plurality of energizing parameters exist, of which at least one is determined only one
  • Bestromungsbeginn or just a Bestromungsdauer is determined. But it is also possible that more than one Bestromungsparameter is determined with which finally the injector is controlled. In particular, both a start of energization and a duration of energization are preferably determined, the injector being controlled with these energization parameters.
  • an energization start as
  • the actual injection parameter is determined as the actual injection parameter, it is altogether possible on the basis of these values to determine a spraying delay as temporal 2014/002773
  • an energization duration or an energization end is determined as the energization parameter, an injection end being determined as the actual injection parameter, it is possible to calculate an injection end delay by comparing these values. Overall, it can be judged as the metered injector responds to the drive. It is further possible in particular to correct the control of the injector so that a desired injection behavior is achieved.
  • the described method steps for measuring an injector are carried out during exactly one working cycle of the internal combustion engine.
  • the time-resolved pressure curve preferably all injection events of the
  • Injection parameters preferably selected from the aforementioned parameters to capture.
  • the request signal and / or the advertisement signal comprises / comprises a voltage level which is at an output of a
  • Signal generating means is set to generate the signal. For example it is 2014/002773
  • a voltage from a first predetermined value representing a zero value and thus indicating the absence of the signal is switched to a second predetermined value representing the signal value and indicating that the signal is present.
  • the request signal and / or the advertisement signal comprises analogue or digital information, for example a word or a number. It is also possible that at least one of the signals is configured as the value of a particular bit in a string or a sequence of bits, for example, the signal is inactive when the bit has the value 0, the signal is active when the Bit has the value 1.
  • the request signal comprises an identifier for the injector to be measured or the cylinder of the internal combustion engine whose injector is to be measured.
  • the request signal consists of the identifier.
  • the request signal is actually generated only in a first pass of the method in time before starting the time-resolved detection of a pressure profile.
  • the request signal On subsequent passes, on the other hand, it is possible for the request signal to be generated at a different time, wherein it can be generated and / or transmitted together with further data, for example.
  • the request signal preferably includes the identifier of the next injector to be measured. This is then reserved after generating and registering the request signal, wherein after the end of the passage of the process steps for the current injector, the time-resolved detection of the pressure profile upstream of the injection opening of the corresponding, next to
  • the Bestromungsparameters is calculated. For example, it is possible that a spray delay is calculated from an injection start and a start of energization, based of which it is possible to determine how the start of energization for the injector is to be corrected so that the actual start of injection takes place at a desired time. In this case, for example, a correction value for the beginning of the current supply is calculated. The correction value is stored, and the drive of the injector is corrected on the basis of the stored correction value. In this way, the control of the injector is changed so that the actual injection parameter in any case moves closer to the desired or predetermined value.
  • a map is used, in particular an injector map, which can be used as a reference for the correction of the energization parameters of the selected injector.
  • Map which is assigned to the injector individually, is deposited as the
  • An embodiment of the method is preferred, which is characterized in that an operating point of the internal combustion engine present during activation of the injector is determined.
  • the detected pressure profile, the actual injection parameter and / or the calculated correction value is / are stored in a map as a function of the determined operating point.
  • the control of the injector is then corrected operating point-dependent with the correction value assigned to a current operating point.
  • the detected pressure profile itself is stored in a corresponding map.
  • the at least one actual injection parameter can then be calculated again and again from the stored pressure profile.
  • the disadvantage here is that the detected pressure curve comprises a very large amount of data, so that much memory space must be provided for the map.
  • the actual injection parameter is stored in a corresponding map. This already results in a smaller amount of data because only one value or a small number of values, for example an injection start, an injection end and / or an injection duration, have to be stored in the map for each detected pressure curve. But then it is still necessary 002773
  • the calculated correction value is stored in a corresponding map. This requires only a small amount of storage space, and there is no need for a constant, new evaluation of the stored data, because the stored correction value directly for the correction of
  • Actuation of the injector can be used. Therefore, a method is preferred in which only the correction value in the characteristic field is stored as a function of the operating point.
  • the map is also designed injector-individual. This means that each injector of the internal combustion engine is assigned its own characteristic map in which a detected pressure profile, an actual injection parameter or preferably a correction value is stored for each operating point of the internal combustion engine. This takes into account the fact that the different injectors differ with regard to their injection behavior with identical control, so that they have to be individually corrected.
  • High-pressure accumulator and a speed of the internal combustion engine.
  • the internal combustion engine Preferably, the
  • the map which includes the operating points of the internal combustion engine, is preferably designed as a discretized map with preferably 16x16 operating points. This is true for one
  • An embodiment of the method is preferred, which is characterized in that during a plurality of working cycles of the internal combustion engine per working cycle a
  • Pressure curve, an actual injection parameter, and / or a correction value for the injector is determined and stored, wherein the control of the injector based on an average of the stored pressure curves or the stored actual
  • Injection parameter calculated correction value or is corrected by means of an average value from the stored correction values.
  • Injection parameter is in turn used to calculate a correction value.
  • Correction value is calculated. For each working cycle this correction value is stored. The triggering of the injector is then corrected on the basis of an average obtained directly from the stored correction values.
  • this embodiment of the method not only is memory space significantly saved, but at the time of correcting the triggering of the injector, there is no need to recalculate the correction values any more. Rather, only the stored values need to be used. Therefore, this embodiment of the method is preferred. In principle, however, it is also possible for each working cycle to have both the pressure profile and the injection parameter and possibly also a calculated value
  • Embodiment of the method represents. However, the following statements are just as applicable or, except for obvious modifications, also applicable to embodiments of the method in which the pressure profiles and / or the actual injection parameters are stored alternatively or in addition to the correction values.
  • the plurality of working cycles is at least 10, preferably at least 20, preferably at least 30, preferably at least 40, more preferably exactly 50 cycles. Accordingly, the correction values to be stored are entered
  • Injektorindividueller memory area in particular a ring memory, provided with at least 10, preferably at least 20, preferably at least 30, preferably at least 40 and more preferably with exactly 50 memory locations for each one correction value.
  • a ring memory provided with at least 10, preferably at least 20, preferably at least 30, preferably at least 40 and more preferably with exactly 50 memory locations for each one correction value.
  • each of the map covered operating point such a memory area is associated with a number of memory locations.
  • Memory area are sequentially assigned to the operating point correction values
  • the memory area is designed as a ring memory and is completely filled with values, an oldest stored correction value is deleted from the memory area when a new correction value is stored in the memory area.
  • the triggering of the injector preferably takes place on the basis of an average value of the correction values stored in the memory area.
  • the mean value is preferably always recalculated when a change has been made to the memory area, ie in particular when an oldest correction value has been deleted and a new correction value has been entered. In this way, driving of the injector on the basis of a moving average is realized.
  • an embodiment of the method is preferred, which is characterized in that the course of the pressure is detected in a single memory associated with the injector.
  • the individual injectors are decoupled from each other by the fluid storage fluid dynamics.
  • the individual memory In the stationary state, the individual memory preferably has the same pressure, which also in the common
  • High-pressure accumulator prevails. If the injection opening of the injector is opened, fuel flows from the individual accumulator into the working space of the internal combustion engine, the pressure in the individual accumulator collapsing. Subsequently, fuel flows from the common
  • High-pressure accumulator stabilized.
  • High-pressure accumulator stabilized.
  • Pressure curve is therefore the course of the injection and at least one injection parameters such as a start of injection, an injection end and / or an injection duration can be determined.
  • the main injection is therefore lower than in the pre-injection.
  • the pressure level in a subsequent injection for example at a
  • the pressure curve in the individual memory is preferably with a directly on the
  • Single memory arranged pressure sensor preferably with a strain gauge, measured.
  • this is performed by a single control unit of the internal combustion engine.
  • this is the central control unit, or engine control unit (ECU), the internal combustion engine.
  • ECU engine control unit
  • the method is carried out by a control unit alone, it preferably has various work areas, which may be different only on the level of programming or programming, wherein a first work area comprises selecting an injector to be measured, determining at least one energization parameter for the injector and driving takes over the injector with the determined Bestromungsparameter.
  • a second work area preferably detects the pressure profile and determines the at least one actual injection parameter from it. The two work areas are by the request signal on the one hand and the announcement signal on the other hand with each other
  • the first work area generates the request signal and sends it to the second work area.
  • the second work area registers the request signal and then generates the advertisement signal, sending it to the first work area when it starts time-resolved detection of the pressure history.
  • the first work area determines the at least one energization parameter as soon as it registers the announcement signal, and then performs the energization.
  • the first working area transmits the energizing parameter to the second working area, whereupon the second working area calculates the at least one correction value for the triggering of the injector after terminating the detection of the pressure profile and determining the injection parameter on the basis of the injection parameter and preferably of the energizing parameter.
  • the second working area then preferably communicates the calculated correction value to the first working area, wherein the latter is further processed by the first working area, in particular stored in a characteristic field.
  • the working area can be specialized in the acquisition and evaluation of the pressure profile and, if applicable, in the calculation of the correction value.
  • the second work area transmits the detected pressure profile to the first work area, wherein this then the other
  • Evaluation carries out. In this case, there is no need to determine the energization parameter through the first work area to the second work area. In the transmission of the
  • the injector to be measured is selected by a first control unit of the internal combustion engine, wherein the first control unit generates the request signal and sends it to a second control unit.
  • the second controller receives the request signal, whereupon it generates an advertisement signal and sends it to the first controller. Then, the second control unit begins to detect the pressure curve with the selected injector.
  • the first control unit receives the announcement signal, determines the at least one energization parameter, controls the injector with this and sends the Bestromungsparameter to the second control unit. After terminating the detection of the pressure profile, the second control unit determines the at least one actual injection parameter from the pressure profile.
  • the second control unit preferably also calculates the at least one correction value on the basis of the at least one
  • the correction value received by the first control unit is stored by the latter, in turn, preferably in a map.
  • the first controller can be smaller, with less processing power and with less
  • the first control unit is preferably the central control unit or engine control unit (ECU) of the internal combustion engine. It is particularly possible to use a conventional control unit for controlling the internal combustion engine, which is connected only via an interface with the second control unit.
  • ECU engine control unit
  • the first control unit together with the Bestromungsparameter also already sends the next request signal in the form of an identifier for the next to be measured injector or the next cylinder to be measured, this injector is assigned.
  • the second controller in this case notes the request, prepares the measurement of the next requested injector after performing the last step for the previous injector, in particular after the transmission of the calculation results to the first controller, and then generates the announcement signal which it sends to the first controller.
  • the second control unit detected the
  • An embodiment of the method is preferred, which is characterized in that it is checked on the basis of the detected pressure curve, whether the injector has a malfunction, and / or if there is a sensor defect. This test is preferred by the second
  • Pressure drop detectable this indicates that the injector does not close properly.
  • a fault in a quantity limiting valve assigned to the injector can also be detected in this way.
  • a defect in the pressure sensor, which is provided for detecting the pressure curve, can be determined on the basis of the detected pressure curve. Indicates the detected
  • a tolerance band for the detected pressure profile is preferably defined, wherein it is checked whether the detected pressure profile runs within the tolerance band. If the signal detected by the pressure sensor lies outside the tolerance band, this likewise indicates a sensor defect.
  • the malfunction or the defect is preferably evaluated with regard to tolerability for the operation of the internal combustion engine. If the internal combustion engine continues to be operable even with the malfunction or the defect without risk to the user or to the internal combustion engine itself, a warning message is preferably generated which indicates, for example, that the injector or the sensor must be replaced. On the other hand, if there is a risk for a user or for the internal combustion engine itself, the operation of the internal combustion engine is preferably set after the defect or malfunction has been detected. In this case, a warning message is preferably generated only when a specific defect or a specific malfunction is registered multiple times.
  • a frequency with which a defect or malfunction must occur before a warning message is generated is preferably
  • an embodiment of the method is preferred in which the method is carried out successively for at least two injectors of the internal combustion engine.
  • the method is performed for all injectors of the internal combustion engine.
  • the different injectors of the Internal combustion engine selected for carrying out the method.
  • all the injectors of the internal combustion engine can be corrected with respect to their activation and preferably be assimilated with regard to their injection behavior.
  • this is carried out continuously during operation of the internal combustion engine. This is easily possible, since the method does not interfere with the control or regulation of the internal combustion engine, and in particular it is not necessary to keep an operating point constant during a predetermined number of working cycles of a cylinder whose injector is to be measured. Therefore, the process can be continued during the operation of the
  • Injection behaved equal, so that all cylinders of the internal combustion engine, if possible, have the same combustion behavior and, if possible, the same exhaust gas values. This equalization of the injectors is dependent on the load point. Based on the in the map
  • the object is also achieved in particular by providing an internal combustion engine with the following features.
  • the internal combustion engine is particularly adapted to
  • the internal combustion engine has a first pressure sensor, which is arranged and designed for the time-resolved detection of a pressure profile of the
  • the internal combustion engine is designed to carry out the following steps: selecting an injector to be measured and generating a request signal; Registering the request signal, generating an advertisement signal and starting time-resolved detection of a pressure waveform upstream of the injection port of the injector; Registering the announcement signal and determining at least one Bestromungsparameter for the injector during the detection of the pressure curve; Controlling the injector with the determined Bestromungsparameter during the detection of the pressure curve, and storing the at least one Bestromungsparameters; Ending the acquisition of the pressure curve; Determine at least one actual
  • Internal combustion engine further adapted to calculate at least one correction value for the control of the injector based on the injection parameter and preferably the
  • the internal combustion engine preferably has a control unit, in one embodiment exactly one control unit, which is set up and designed to carry out the aforementioned method steps.
  • the control unit with the first pressure sensor for time-resolved detection of the pressure profile is operatively connected.
  • the controller is operatively connected to the injector to its control.
  • the internal combustion engine further comprises means for performing the said method steps.
  • a preferred embodiment of the internal combustion engine comprises a common rail injection system, in particular a so-called common rail injection system. It is as PT / EP2014 / 002773
  • Fuel reservoir provided a high pressure accumulator, with which all injectors of the
  • the first pressure sensor in fluid communication. It is in principle possible for the first pressure sensor to be designed as a rail pressure sensor and arranged directly on the high-pressure accumulator, arranged in the area of the fluid connection between the high-pressure accumulator and the injector for detecting the pressure profile in the fluid connection, or arranged directly on the injector for detecting the pressure profile therein is.
  • the injector is associated with a single memory, wherein the single memory is arranged along the fluid connection between the fuel reservoir and the injection port of the injector.
  • the individual memory is integrated into the injector.
  • the injector There will be a
  • injected fuel directly taken from the single memory, which is replenished from the common high-pressure accumulator.
  • the first pressure sensor is preferably arranged directly in the region of the individual memory or on the individual memory.
  • the first pressure sensor is designed as a strain gauge.
  • the internal combustion engine has a plurality of working spaces and a plurality of injectors, wherein preferably each working space is associated with an injector.
  • the internal combustion engine is designed as a 4-cylinder, 6-cylinder, 8-cylinder, 12-cylinder, 16-cylinder or 32-cylinder internal combustion engine. Another, especially larger number of cylinders is possible.
  • a preferred embodiment of the internal combustion engine has two control devices.
  • a first control unit is operatively connected to the injector for its control, wherein a second control unit with the first pressure sensor for time-resolved detection of
  • the first control device is preferably operatively connected to the second control device via an interface, preferably via a data bus, 002773
  • the first control device is set up to select an injector to be measured and to generate the request signal and to send the request signal to the second control device.
  • the second control device is designed to receive the request signal, to generate a
  • the second control unit is designed to start a time-resolved detection of a pressure profile upstream of the injection opening of the injector.
  • the first control device is set up to receive the announcement signal and to determine at least one energization parameter for the injector.
  • the first control device is set up to control the injector with the first energizing parameter and to communicate the at least one energizing parameter to the second control device. This is arranged to terminate the detection of the pressure profile and to determine at least one
  • the second control unit is preferably configured to calculate at least one correction value for the control of the injector on the basis of the injection parameter and preferably of the
  • the first controller is in turn configured to store the correction value, preferably in a map, and to subsequently correct the drive of the injector based on the correction value.
  • Controller preferably communicate with each other via an interface over which they are operatively connected, preferably via a data bus, more preferably via a CAN interface.
  • the request signal and the advertisement signal are preferably transmitted and received via the interface.
  • the first control device is preferably set up to determine the at least one supply parameter for the injector upon receipt of the announcement signal. In particular, the determination of the
  • the control of the injector with the first Bestromungsparameter takes place during the detection of the pressure profile by the second control unit.
  • Bestromungsparameter is preferably communicated from the first control device to the second control device via the interface.
  • the calculated correction value is preferably transmitted from the second control unit to the first control unit via the interface.
  • the first control unit is a central control unit of the internal combustion engine
  • the second control device is preferably designed as a specialized control unit, which is specially adapted for recording and
  • the first control unit may be a conventional engine control unit, as is also used in internal combustion engines, which are not adapted to carry out the method mentioned here.
  • Such a conventional control device only needs to have an interface that is preferably already present with the second one
  • Control unit are connected to perform the procedure.
  • Control unit in turn can be constructed comparatively compact and inexpensive due to its specialization.
  • the first control unit is set up to determine a load point of the internal combustion engine, wherein it is operatively connected to a speed sensor included in the internal combustion engine, a pressure sensor associated with the common high-pressure accumulator for detecting the high pressure in the common high-pressure accumulator, as well as a load request
  • Detection means which is arranged to detect a load request or a requested torque for the internal combustion engine. In particular, based on a determined by the load request detection means load request and using the
  • Speed sensor detected speed of the internal combustion engine is calculated by the first control unit to be injected fuel quantity
  • the operating point of the internal combustion engine is preferably defined by the injected fuel quantity, the high pressure in the common high-pressure accumulator and the speed.
  • Bestromungsparameter - such as in particular a Bestromungsbeginn and a Bestromungsdauer - determined to control the injector, preferably based on a stored in the control unit map.
  • Such energization parameters are preferably determined for more than one injection by the injector per working cycle, in particular for a pre-injection, a main injection and / or a
  • the internal combustion engine is preferably designed as a reciprocating engine. At a
  • the internal combustion engine is used to drive in particular heavy land or water vehicles, such as mining vehicles, trains, the Internal combustion engine is used in a locomotive or a railcar or ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank.
  • An embodiment of the internal combustion engine is preferably also stationary, for example, for stationary
  • the internal combustion engine in this case preferably drives a generator.
  • Internal combustion engine in the field of promotion of fossil raw materials and in particular fuels, for example oil and / or gas possible. Also, a use of the internal combustion engine in the industrial sector or in the construction sector, for example in a
  • Construction machine a construction machine or a wood chipper, is possible.
  • Internal combustion engine is preferably designed as a diesel engine, as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or other suitable gas.
  • the internal combustion engine when designed as a gas engine, it is suitable for use in a cogeneration plant for stationary power generation.
  • Figure 1 is a schematic representation of an embodiment of an internal combustion engine
  • Figure 2 is a diagrammatic representation of an embodiment of the method.
  • Fig. 1 shows a schematic representation of an embodiment of an internal combustion engine 1.
  • This is designed as a reciprocating engine with eight cylinders, so has eight Work rooms, of which for the sake of clarity, only one is designated by the reference numeral 3.
  • the internal combustion engine 1 is designed as a V-engine.
  • Each working chamber 3 is assigned an injector 5, wherein each injector 5 has an injection opening 7 and serves to inject a fuel into the working space 3. The better one
  • the injectors 5 are in fluid communication with a fuel reservoir 9, wherein in the illustrated in Figure 1 embodiment of the internal combustion engine 1, a common high-pressure accumulator 11 is provided, with all the injectors 5 are in fluid communication, at the same time in a fluid connection between the common high pressure accumulator 11
  • Each injector 5 is arranged in each case a single memory 13 assigned to the individual injectors 5, wherein for better clarity, only one of the individual memories is designated by the reference symbol 13.
  • An injection of fuel through the injectors 5 into the working spaces 3 takes place in such a way that the injected fuel is taken directly from the individual accumulator 13 assigned to an active injector 5, this with a certain - preferably by a in the fluid connection between the common high-pressure accumulator 11 and the Single memory 13 provided throttle predetermined - time delay from the common high-pressure accumulator 11 is filled.
  • the internal combustion engine 1 has an injection system 15, which is designed as a common rail injection system, wherein for each injector 5 is a single memory 13th
  • a first pressure sensor 17 preferably in the form of a strain gauge, arranged to a pressure curve in the single memory 13th
  • first pressure sensors 17 For the sake of clarity, only one of the first pressure sensors is designated by the reference numeral 17 here.
  • a second pressure sensor 19 is arranged, through which a pressure in the common high-pressure accumulator 11 can be detected.
  • the name of the pressure sensors 17, 19 as the first and second pressure sensors speaks their
  • the exemplary embodiment of the internal combustion engine 1 illustrated in FIG. 1 comprises two
  • an embodiment of the internal combustion engine 1 or an embodiment of the method is possible in which only one control device is provided or used.
  • first control unit is used here by the term "first work area”
  • second work area is used here by the term "second work area”.
  • Control unit is replaced by the term" second work area ".
  • a first control unit 21 is provided, which is designed here as a conventional engine control unit (ECU) and the internal combustion engine 1 controls or regulates.
  • ECU engine control unit
  • the first control unit 21 has in particular a first operative connection 23 to the second pressure sensor 19, so that the pressure in the common high-pressure accumulator 1 1 can be detected by the first engine control unit 21.
  • the first control unit 21 is also operatively connected via a second active connection 25 with a load request detection means, not shown in Figure 1, so that by the first control unit 21, a load request, in particular a torque request to the internal combustion engine 1 can be detected.
  • a load request in particular a torque request to the internal combustion engine 1 can be detected.
  • Load request detection means for example, by an accelerator pedal or by one
  • the first control unit 21 is operatively connected to a speed detection means, also not shown in Figure 1, so that by the first control unit 21 a speed of the internal combustion engine 1 can be detected.
  • the speed detecting means is preferably arranged on a crankshaft of the internal combustion engine 1 such that a rotational speed of the crankshaft can be detected by the rotational speed detection means.
  • the first controller 21 is preferably designed to be from the load or
  • the operating point is then ultimately preferably defined by the target injection quantity, the speed of the
  • the first control unit 21 determines
  • the start of energization and the energization duration preferably depend, in particular, on the desired injection quantity on the one hand and the rail pressure on the other hand.
  • maps are preferably stored in the first control device 21. It is possible that each injector 5 a
  • the first control unit 21 is connected to the injectors 5, so that they are detected by the first control unit 21, in particular with those determined by it
  • the internal combustion engine 1 also has a second control unit 31, which serves to detect and evaluate a pressure profile in the individual memories 13. For this purpose, it is operatively connected by means of a fifth operative connection 33 with the individual memories 13 for detecting the corresponding pressure profiles.
  • the first control unit 21 and the second control unit 31 have an interface, via which they are operatively connected to one another by a sixth operative connection 35, which is preferably designed as a data bus 37, particularly preferably as a CAN data bus.
  • the sixth operative connection 35 is symbolized in FIG. 1 by two arrows, one of which points from the first control device 21 to the second control device 31, and the second arrow is from the second control unit 31 points to the first control unit 21. This is intended to represent that an exchange of signals and / or data between the two control units 21, 31 via the sixth
  • Operative connection 35 in both directions is possible. If only one control unit is provided in one exemplary embodiment of the internal combustion engine 1, the two operating areas corresponding to the first control unit 21 and the second control unit 31 are also operatively connected to each other for the exchange of signals and / or data, preferably by an internal active connection, for example an internal one data bus.
  • the second control unit 31 is preferably designed as a specialized control unit, which is optimized with regard to the task of detecting and analyzing the pressure profiles in the individual memories 13.
  • FIG. 2 shows correspondingly a schematic representation of this embodiment of the method in the manner of a flow chart.
  • the steps carried out by the second control device 31 are carried out, the steps shown by the first control device 21 being listed in a right-hand column of FIG.
  • a data and / or signal exchange between the two control units is represented by arrows, which link the left and the right column.
  • step S 1 the method starts with respect to the second control device 31.
  • the method starts in a step S 1 'with respect to the first control device 21.
  • the first one waits for this
  • the first control device 21 controls the operation of the internal combustion engine 1 in a known manner, and the second control device 31 performs only a simple
  • Sensor defect monitoring by, for example, it is checked whether each of the pressure sensors 17 is properly mounted and operatively connected to the second control unit 31.
  • monitoring can be done by checking a voltage level in the
  • Active compound 33 take place.
  • Predetermined conditions for carrying out the method for example, reaching an operating temperature of the internal combustion engine 1, reaching a
  • Lubricating oil temperature of the internal combustion engine 1 and / or further predetermined parameters include.
  • the conditions are preferably chosen such that a performance of the
  • the first control unit 21 generates a request signal in the form of a
  • This identifier and thus the request signal is transmitted from the first control unit via the sixth active connection 35 to the second control unit 31, which is represented here by an arrow Pi.
  • the first control unit 21 continuously transmits - for example, during a warm-up phase of the internal combustion engine 1 - the identifier of the next injector 5 to be measured to the second engine control unit 31, which is displayed by an attached information, such as a status bit, if the
  • the second control unit 31 always checks, on the one hand, whether the identifier for the next injector 5 to be measured has been received, and, on the other hand, which value is sent to the
  • Identifier has attached status bits. Only when this status bit has a value indicating that the method can be performed, the second control unit 31 goes to a step S3, in which it has the necessary functions for the time-resolved detection of a
  • the second controller 31 If the second controller 31 is ready to start the measurement, it generates
  • Announcement signal and transmits this via the sixth operative connection 35 to the first control unit 21, which is here marked with an arrow P 2 . Furthermore, the second starts 773
  • Control unit 31 the time-resolved detection of the pressure curve in a step S4, preferably at the same time as the transmission of the announcement signal.
  • the first control unit 21 determines in a step S2 'the current operating point of the internal combustion engine 1, namely in particular the desired injection quantity, the rail pressure and the speed of the internal combustion engine.
  • the first control unit 21 calculates a prediction for the rail pressure drop on the basis of the determined operating point in the event that more than one injection in the considered working cycle of the internal combustion engine 1 is to take place through the selected injector 5. For example, it is possible that in addition to a main injection one
  • Pre-injection or a secondary injection should take place. Only in the case of the first injection, here for example the pilot injection, can it be assumed that the rail pressure detected by means of the second pressure sensor 19 actually prevails in the common high-pressure accumulator. For the subsequent injection events, therefore, a pressure level prevailing at the beginning of the injections is predicted by the first control unit 21.
  • the first control unit 21 now calculates in a step S4 'the energization parameters for the control of the injector 5, in particular one
  • Injection so for example, the pilot injection, the main injection and the
  • energization parameters are stored by the first control unit 21.
  • the energization is performed, that is, the first
  • Control unit 21 controls the selected injector 5 with the determined Bestromungsparametern.
  • a step S6 ' the next injector 5 to be measured is determined.
  • the second controller 31 terminates the time-resolved detection of the
  • the second control unit 31 informs the second control unit 31 of the energization parameters and preferably further parameters relevant for the evaluation via the sixth active connection 35, which is indicated here by an arrow P 3 .
  • the first controller 21 notifies the second controller 31 for each injection event, for example a pre-injection
  • the first control unit 21 preferably transmits to the second control unit 31 information about the operating point of the internal combustion engine at the time of the injections. It is also possible that the first control unit 21, the second control unit 31 at least one
  • Weighting factor transmitted for a learning limit as a function of a learning progress for an injection in the current operating point Preferably, for each
  • Injection event ie for a pilot injection, a main injection and / or a
  • Weighting factor preferably affects limits for a valid measurement. With increasing frequency of the measurement of an injector, the more precisely its injection behavior has already been learned or is known, in particular as a function of a specific injection event, the stronger the weighting factor approaches one. This means that a single measurement must be closer to an optimum in order to be recognized as valid. Thus, the more the weighting factor approaches one, the closer the individual reading for the injector must be to its optimum value in order to be recognized as valid. Of the
  • Weighting factor is preferably defined as the quotient of a current learning progress to a maximum possible learning progress. Furthermore, the first control unit 21 depends on the
  • Information preferably an identifier for the next to be measured injector 5 at.
  • This identifier represents the request signal for the next measurement or next implementation of the method. Accordingly, the second controller 31 notes the next injector 5 to be measured.
  • the second control unit 31 performs an extended defect detection on the basis of the detected pressure curve.
  • the detected pressure curve is realistic, in particular whether a pressure drop has taken place at all, or whether there is possibly a permanent drop in pressure.
  • an injector defect can be detected.
  • Errors in the pressure curve such as jumps or outliers, may indicate a defect in the first pressure sensor 17. It is also preferably checked whether the detected pressure curve is within a predetermined pressure tolerance band. If this is not the case, a defect in the first pressure sensor 17 can also be inferred.
  • the detected pressure profile is analyzed, and at least one actual injection parameter is determined from the detected pressure profile.
  • an injection start, an injection end and / or an injection duration are determined.
  • an actual injected fuel quantity, thus an actual injection quantity is preferably determined from the detected pressure curve.
  • the respective injection parameters are preferably determined for each injection event, that is to say for example for a pilot injection, a main injection and a post-injection.
  • At least one correction value for the control of the injector 5 is now calculated by the second control unit 31 in a step S8.
  • a correction value for the beginning of the energization is calculated for each injection event.
  • another plausibility check of the calculated results is carried out by the second control unit 31, in particular with regard to a possible injector failure detection or a sensor defect detection.
  • the second control unit 31 transmits to the first control unit 21 via the sixth operative connection 35 the measurement results, which is represented here by an arrow P 4 .
  • measurement results are preferably input for each injection event
  • the status information includes in particular whether the injection has taken place. Furthermore, a status of the overall measurement is preferably transmitted.
  • the second control unit 31 preferably activates a warning if an injector failure or a sensor defect has been detected, preferably with a programmable frequency.
  • the first control unit 21 performs a plausibility check of the received measurement results in a step S7 '.
  • the first control unit 21 preferably checks whether a highly transient state of the internal combustion engine 1 was present during the measurement, for example because a rapid load shedding took place. In this case, the measurement results are not useful and are discarded.
  • the first control unit 21 preferably checks whether a Cylinder shutdown was activated, so that the metered injector 5 might have been deactivated. Also in this case, the measurement results are preferably discarded.
  • the first control unit 21 again checks whether a sufficient time has passed after the start of the internal combustion engine to achieve plausible measurement results, and whether the internal combustion engine 1 has actually reached its operating temperature.
  • the first control unit 21 preferably checks whether there is still any pause between the various individual injection events using the determined correction values for the start of energization. As a spray delay with increasing aging of the injectors typically increases more and more, a correction of the
  • the first controller 21 then preferably outputs a warning.
  • the first control device 21 stores the correction values obtained in an operating point-dependent characteristic map individually assigned to the measured injector 5 to the operating point determined for the working cycle.
  • the second control unit 31 prepares the measurement of the next injector 5 in a step S10, in particular, it jumps back to the step S2, wherein it checks whether the
  • the first controller 21 jumps back to a point from the step S9 'by waiting for the advertisement signal of the first controller 31. If this is received, it continues the process in step S2 'as described. If the method is terminated or the internal combustion engine 1 is switched off, this is done for the first control unit 21 in a step S10 'and for the second control unit 31 in a step Si l. If the vertical axis of FIG. 2 is considered as a time axis, the method proceeds between the step S2 of the second control device 31 and the step S9 'of the first control device 21 in at most one operating cycle of the internal combustion engine 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

L'invention concerne un procédé permettant de déterminer au moins un paramètre d'injection réel d'au moins un injecteur (5) d'un moteur à combustion interne (1). Ce procédé comprend les étapes suivantes consistant à : sélectionner un injecteur (5) à mesurer et produire un signal de demande ; enregistrer le signal de demande pour obtenir l'enregistrement du signal de demande, produire un signal d'avertissement et démarrer une détection par résolution temporelle d'une variation de pression en amont d'un orifice d'injection (7) de l'injecteur (5), le début de la détection de la variation de pression étant annoncé par le signal d'avertissement ; enregistrer le signal d'avertissement et déterminer au moins un paramètre d'alimentation en courant pour l'injecteur (5) pendant la détection de la variation de pression ; commander l'injecteur (5) au moyen du paramètre d'alimentation en courant déterminé pendant la détection de la variation de pression, et mettre en mémoire le ou les paramètres d'alimentation en courant ; mettre fin à la détection de la variation de pression, et déduire au moins un paramètre d'injection réel de la variation de pression détectée.
PCT/EP2014/002773 2013-10-18 2014-10-14 Procédé et dispositif permettant de commander une soupape d'injection d'un moteur à combustion interne WO2015055305A1 (fr)

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DE102013221229.1A DE102013221229B4 (de) 2013-10-18 2013-10-18 Verfahren zur Ermittlung von mindestens einem tatsächlichen Einspritzparameter mindestens eines Injektors einer Brennkraftmaschine und Brennkraftmaschine
DE102013221229.1 2013-10-18

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