WO2017036682A1 - Procédé permettant de déterminer la fraction vaporisée d'une quantité de carburant fournie au moyen de l'injection multipoint - Google Patents

Procédé permettant de déterminer la fraction vaporisée d'une quantité de carburant fournie au moyen de l'injection multipoint Download PDF

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Publication number
WO2017036682A1
WO2017036682A1 PCT/EP2016/067881 EP2016067881W WO2017036682A1 WO 2017036682 A1 WO2017036682 A1 WO 2017036682A1 EP 2016067881 W EP2016067881 W EP 2016067881W WO 2017036682 A1 WO2017036682 A1 WO 2017036682A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
intake manifold
amount
determined
injection
Prior art date
Application number
PCT/EP2016/067881
Other languages
German (de)
English (en)
Inventor
Thomas Kuhn
Claus Wundling
Timm Hollmann
Udo Schulz
Rainer Ecker
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
Priority to CN201680050988.XA priority Critical patent/CN107923329B/zh
Priority to KR1020187009253A priority patent/KR102517253B1/ko
Publication of WO2017036682A1 publication Critical patent/WO2017036682A1/fr

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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • 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
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
    • 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
    • F02D2200/101—Engine speed

Definitions

  • the present invention relates to a method for determining the vaporized portion of an amount of fuel deposited by means of intake manifold injection in the intake manifold in an internal combustion engine with intake manifold injection and direct injection and a computing unit and a computer program for its implementation.
  • a possible method of fuel injection in gasoline engines is the intake manifold injection, which is increasingly being replaced by direct fuel injection.
  • the latter method leads to significantly better fuel distribution in the combustion chambers and thus to better power output with lower fuel consumption.
  • the vaporized fraction of an amount of fuel deposited or injected in the intake manifold by means of intake manifold injection in an internal combustion engine with intake manifold injection and direct injection can be calculated from an air quantity to be introduced into the combustion chamber for a combustion cycle and a fuel / air ratio to be introduced into the combustion chamber for the combustion cycle.
  • Mixture amount (in particular as a difference of these quantities) can be determined. This value can be used, for example, as an actual value for a combustion-related regulation, since the vaporized portion is usually also supplied to the combustion chamber.
  • the amount of fuel in a further way in addition, for example, to determine the injection duration and the flow rate of the fuel injector concerned, are determined.
  • This recalculated value can, for example, also be used as the actual value for a control, for example regarding the injection, or for plausibility of values obtained in a different manner.
  • a temperature, a pressure and / or a wall film of fuel in the intake manifold, a temperature or a rotational speed of the internal combustion engine, an air charge of the combustion chamber and / or valve timing are taken into account in the evaporation model. In this way, the amount of fuel sold can be determined very accurately.
  • a set to be deducted by means of intake manifold target fuel quantity is checked taking into account the determined amount of fuel.
  • any errors in the metering of fuel can be detected very easily.
  • the amount of fuel introduced can also be checked by means of a lambda probe or the assessment of the exhaust gas, this is not possible with a dual system, since in the exhaust gas, the fuel quantities of intake manifold injection and direct injection would be tested together.
  • a desired fuel quantity to be delivered by means of intake manifold injection is corrected taking into account the determined fuel quantity for at least one subsequent combustion cycle.
  • the desired fuel quantity by changing a driving time and / or an opening duration of a respective fuel! be corrected.
  • fuel pre-storage effects in the intake manifold the associated passage of fuel through the combustion chamber and the concomitant increase in HC emissions can be avoided.
  • the amount of fuel introduced by intake manifold injection can thus be optimized in terms of consumption and emission potential.
  • Load requirement of the internal combustion engine is necessary amount of fuel. Thanks to the dual system, it is thus very easy and fast to compensate for the insufficient amount of fuel.
  • a distribution of a total amount of fuel to be introduced into the combustion chamber is determined on intake manifold injection and direct injection. This makes it particularly easy to determine an optimal distribution among the injection types, in particular with regard to the emission values, which can later be reused.
  • load and / or dynamic dependencies of the internal combustion engine can also be taken into account.
  • engine aging processes, component drift, deviations in a component exchange, fuel quality differences and environmental influences such as, for example, differences in air humidity can be compensated for.
  • the amount of air to be introduced into the combustion chamber for the combustion cycle is determined by means of an air mass sensor.
  • a hot-film air mass meter can be used as air mass sensor. Since an air mass meter is usually present anyway in an internal combustion engine or in the intake manifold, the amount of air, i. the amount or mass of pure air without fuel, are determined very easily and quickly.
  • the fuel-air mixture amount to be introduced into the combustion chamber for the combustion cycle is determined by means of an intake manifold pressure sensor and in particular taking into account an evaporation model.
  • a pressure-based filling determination can be used.
  • the air charge is determined. Since the evaporating fuel quantity leads to an increase in pressure, which is about the Pressure sensor determined filling higher than that determined by the air flow meter. The difference corresponds to the evaporated fuel quantity. It takes advantage of the fact that the pressure in the intake manifold increases after the introduction of the fuel, which forms a fuel-air mixture with the air. Taking into account a vaporization model and, for example, the temperature, the rotational speed and a wall film of fuel in the intake manifold or a model to do so, the fuel-air mixture amount can be determined very easily. Such intake manifold pressure sensor is usually present anyway.
  • An arithmetic unit according to the invention e.g. a control unit, in particular an engine control unit, of a motor vehicle is, in particular programmatically, configured to perform a method according to the invention.
  • Suitable data carriers for providing the computer program are in particular magnetic, optical and electrical memories, such as e.g. Hard drives, flash memory, EEPROMs, DVDs, etc. It is also possible to download a program via computer networks (Internet, intranet, etc.).
  • Figures 1 a and 1 b show schematically two internal combustion engines, which can be used for a method according to the invention.
  • Figure 2 shows schematically a cylinder of an internal combustion engine, which can be used for a method according to the invention.
  • FIG. 3 shows schematically a determination of a quantity of fuel by means of a method according to the invention in a preferred embodiment.
  • FIG. 1 a shows schematically and simplified an internal combustion engine 100, which can be used for a method according to the invention.
  • the internal combustion engine 100 has four combustion chambers 103 and a suction tube 106, which is connected to each of the combustion chambers 103.
  • the intake manifold 106 has a fuel for each combustion chamber 103! Njektor 107, which is located in the respective section of the suction pipe just before the combustion chamber.
  • the fuel injectors 107 thus serve a port injection.
  • each combustion chamber 103 has a fuel! Njektor 1 1 1 for a direct injection on.
  • FIG. 1 b shows schematically and in simplified form another internal combustion engine 200 which can be used for a method according to the invention.
  • the internal combustion engine 100 has four combustion chambers 103 and a suction tube 206, which is connected to each of the combustion chambers 103.
  • the intake manifold 206 has in this case for all combustion chambers 103 a common fuel injector 207, which is arranged in the intake manifold, for example, shortly after a throttle valve, not shown here.
  • the first fuel! Njektor 207 thus serves a port injection.
  • each combustion chamber 103 has a fuel injector 1 1 1 for a direct injection.
  • Both shown internal combustion engines 100 and 200 thus have a so-called dual system, ie via intake manifold injection and direct injection.
  • the difference is only in the type of intake manifold injection.
  • the intake manifold injection shown in Figure 1 a individual fuel metering allowed for each combustion chamber, as can be used, for example, for higher quality internal combustion engines
  • the intake manifold injection shown in Figure 1 b is simpler in construction and its control.
  • the two internal combustion engines shown may in particular be gasoline engines.
  • a cylinder 102 of the internal combustion engine 100 is schematically and simplified, but shown in more detail than in Figure 1 a.
  • the cylinder 102 has a combustion chamber 103 which is enlarged or reduced by movement of a piston 104.
  • the present internal combustion engine may in particular be a gasoline engine.
  • the cylinder 102 has an intake valve 105 to admit air or an air-fuel mixture into the combustion chamber 103.
  • the air is supplied via the suction pipe 106 of an air supply system to which the fuel injector 107 is located. Sucked air is admitted via the inlet valve 105 into the combustion chamber 103 of the cylinder 102.
  • a throttle valve 12 in the air supply system serves to set the required air mass flow into the cylinder 102.
  • the internal combustion engine can be operated in the course of a port injection. With the aid of the fuel injector 107, fuel is injected into the intake manifold 106 in the course of this intake manifold injection, so that an air-fuel mixture forms there, which is introduced into the combustion chamber 103 of the cylinder 102 via the intake valve 105.
  • the internal combustion engine can also be operated in the course of a direct injection.
  • the fuel injector 1 1 1 is attached to the cylinder 102 to inject fuel directly into the combustion chamber 103.
  • the air-fuel mixture required for combustion is formed directly in the combustion chamber 103 of the cylinder 102.
  • the cylinder 102 is further provided with an ignition device 110 for generating a spark to start combustion in the combustion chamber 103.
  • Combustion exhaust gases are expelled from the cylinder 102 via an exhaust removal section 108 after combustion.
  • the ejection is dependent on the opening of an exhaust valve 109, which is also arranged on the cylinder 102.
  • Inlet and exhaust valves 105, 109 are opened and closed to perform a four-stroke operation of the engine 100 in a known manner.
  • the internal combustion engine 100 can be operated with direct injection, with intake pipe injection or in a mixing operation. This allows the selection of the optimum operating mode for operating the internal combustion engine 100 depending on the current operating point. For example, the engine 100 may be operated in a port injection mode when operated at a low speed and a low load, and may be operated in a direct injection mode when operated at a high speed and a high load. Over a wide operating range, however, it makes sense to operate the internal combustion engine 100 in a mixed operation in which the amount of fuel to be supplied to the combustion chamber 103 is supplied proportionally by intake manifold injection and direct injection.
  • the air mass sensor 140 may be, for example, a hot-film air mass meter whose mode of operation is known per se and which will not be explained in more detail here.
  • a computing unit designed as a control unit 1 15 for controlling the internal combustion engine 100 is provided.
  • the control unit 15 can operate the internal combustion engine 100 in the direct injection, the intake manifold injection or the mixed operation.
  • the air mass sensor 140 and the Saugrohrbuch- sensor 150 may be connected by a suitable connection to the control unit 1 15.
  • the operation of the internal combustion engine 100 can also be transferred to the internal combustion engine 200, only with the engine Difference that only one common fuel injector is provided for all combustion chambers or cylinders.
  • the single fuel injector in the intake manifold is actuated.
  • FIG. 3 a determination of a fuel quantity by means of a method according to the invention in a preferred embodiment is shown schematically.
  • an air quantity ML which is to be introduced into the combustion chamber for a combustion cycle, is determined.
  • the air mass sensor 140 shown in FIG. 2 can be used.
  • an air flow in the intake manifold 106 can be detected with the air mass sensor.
  • a fuel-air mixture quantity MKL which is to be introduced into the combustion chamber for the combustion cycle, is determined.
  • the intake manifold pressure sensor 150 shown in FIG. 2 can be used.
  • a pressure difference between a time before introduction of the fuel by the fuel injector 107 into the intake manifold 106 and a time thereafter can be determined. Since the fuel, as far as it evaporates, mixes with the air in the intake manifold, the pressure in the intake manifold is increased. The amount of air ⁇ and the fuel-air mixture amount MKL can now be offset against each other, so as to obtain the vaporized and introduced into the combustion chamber fuel amount.
  • a suitable evaporation model in which in particular a temperature in the intake manifold, a speed of the internal combustion engine and a wall film model, which describes itself depositing on the inner wall of the intake manifold fuel, can be considered, can from this evaporated fraction, the actually deposited in the intake manifold amount of fuel ⁇ , which has been deposited by the fuel injector 107 and thus by the intake manifold injection into the intake manifold.
  • the amount of fuel ⁇ can now be used for example to check or plausibility of an associated target fuel quantity. Such a check can in particular also be carried out for the same combustion cycle.
  • the amount of fuel ⁇ can also be used to correct the setpoint
  • Injection amount for example, be used on a change in the driving time of the relevant fuel injector. It is understood that such a correction is only possible for subsequent combustion cycles. It should be noted that in the case of an internal combustion engine with only one
  • Fuel injector in the intake manifold for several or all combustion chambers in the determination of the relevant for a combustion chamber air volume and fuel-air mixture amount, a division of the respective quantities must be considered in several combustion chambers.

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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

La présente invention concerne un procédé de détermination de la fraction vaporisée d'une quantité de carburant acheminée dans la tubulure d'admission (106) au moyen de l'injection multipoint dans un moteur à combustion interne (100) à injection multipoint et à injection directe. Une quantité d'air à introduire dans la chambre de combustion (103) est déterminée pour un cycle de combustion, une quantité de mélange carburant-air à introduire dans la chambre de combustion (103) est déterminée pour le cycle de combustion, et la fraction vaporisée de la quantité de carburant fournie dans la tubulure d'admission (106) au moyen de l'injection multipoint est déterminée compte tenu de la quantité d'air et de la quantité du mélange carburant-air.
PCT/EP2016/067881 2015-09-03 2016-07-27 Procédé permettant de déterminer la fraction vaporisée d'une quantité de carburant fournie au moyen de l'injection multipoint WO2017036682A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201680050988.XA CN107923329B (zh) 2015-09-03 2016-07-27 用于获得利用吸气管喷射沉淀的燃料量的蒸发量的方法
KR1020187009253A KR102517253B1 (ko) 2015-09-03 2016-07-27 포트 연료 분사 방식에 의해 가해진 연료량의 증발된 분량을 결정하기 위한 방법

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015216863.8A DE102015216863A1 (de) 2015-09-03 2015-09-03 Verfahren zum Ermitteln des verdampften Anteils einer mittels Saugrohreinspritzung abgesetzten Kraftstoffmenge
DE102015216863.8 2015-09-03

Publications (1)

Publication Number Publication Date
WO2017036682A1 true WO2017036682A1 (fr) 2017-03-09

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PCT/EP2016/067881 WO2017036682A1 (fr) 2015-09-03 2016-07-27 Procédé permettant de déterminer la fraction vaporisée d'une quantité de carburant fournie au moyen de l'injection multipoint

Country Status (4)

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KR (1) KR102517253B1 (fr)
CN (1) CN107923329B (fr)
DE (1) DE102015216863A1 (fr)
WO (1) WO2017036682A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113217248B (zh) * 2021-06-02 2022-08-16 江门市大长江集团有限公司 摩托车、喷油量控制方法与设备、计算机可读存储介质

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1985833A2 (fr) * 2007-04-24 2008-10-29 Hitachi, Ltd. Appareil de contrôle d'injection de carburant pour moteur à combustion interne
DE102014216476A1 (de) * 2013-08-22 2015-02-26 Ford Global Technologies, Llc Verfahren und system für die einspritzung von gasförmigem und flüssigem kraftstoff
US20150240740A1 (en) * 2014-02-25 2015-08-27 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine controlling apparatus

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Publication number Priority date Publication date Assignee Title
JP4134910B2 (ja) 2004-01-16 2008-08-20 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
JP4449706B2 (ja) * 2004-11-11 2010-04-14 トヨタ自動車株式会社 内燃機関の制御装置
US8849545B2 (en) * 2011-03-07 2014-09-30 GM Global Technology Operations LLC Controlling fuel injection based on fuel volatility
WO2013150638A1 (fr) * 2012-04-05 2013-10-10 トヨタ自動車株式会社 Dispositif de contrôle d'un moteur à combustion interne
US20130276756A1 (en) * 2012-04-18 2013-10-24 Ford Global Technologies, Llc Reducing intake manifold pressure during cranking
US9145844B2 (en) * 2012-10-30 2015-09-29 GM Global Technology Operations LLC Fuel control systems and methods for cold starts of an engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1985833A2 (fr) * 2007-04-24 2008-10-29 Hitachi, Ltd. Appareil de contrôle d'injection de carburant pour moteur à combustion interne
DE102014216476A1 (de) * 2013-08-22 2015-02-26 Ford Global Technologies, Llc Verfahren und system für die einspritzung von gasförmigem und flüssigem kraftstoff
US20150240740A1 (en) * 2014-02-25 2015-08-27 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine controlling apparatus

Also Published As

Publication number Publication date
CN107923329A (zh) 2018-04-17
CN107923329B (zh) 2021-08-17
KR20180048962A (ko) 2018-05-10
DE102015216863A1 (de) 2017-03-09
KR102517253B1 (ko) 2023-04-04

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