CN107781050B - Method for operating an internal combustion engine with intake manifold injection - Google Patents

Method for operating an internal combustion engine with intake manifold injection Download PDF

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Publication number
CN107781050B
CN107781050B CN201710729753.XA CN201710729753A CN107781050B CN 107781050 B CN107781050 B CN 107781050B CN 201710729753 A CN201710729753 A CN 201710729753A CN 107781050 B CN107781050 B CN 107781050B
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China
Prior art keywords
internal combustion
injection
combustion engine
state
dynamic
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CN201710729753.XA
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Chinese (zh)
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CN107781050A (en
Inventor
A.波泽尔特
G.格拉夫
H.哈梅多维奇
M.海因克勒
M.德伦格
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • 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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
    • 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
    • F02D41/02—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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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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)

Abstract

A method for operating an internal combustion engine with intake manifold injection is described. The dynamic state of the internal combustion engine is detected from the load value. In the dynamic state of the internal combustion engine, the start of fuel injection into the intake pipe is shifted into the region optimal for the dynamic state.

Description

Method for operating an internal combustion engine with intake manifold injection
Technical Field
The invention proceeds from a method for operating an internal combustion engine having intake manifold injection.
Background
In an internal combustion engine in which gasoline is injected into the intake pipe, mixture formation takes place in the intake pipe. The quality of the mixture formation depends here on a number of factors. These factors were optimized for steady state engine operation in development. The parameter settings of the controller (Bedatung) are made for steady state engine operation. In this case, the optimization is carried out in the sense of low fuel consumption and low exhaust gas emissions per operating point. During operation of the internal combustion engine, only the injection times and the injection durations can be varied. The other values are essentially determined by the geometry of the internal combustion engine.
Depending on the selected injection time, different drop formations (tropinbildung) and wetting (Benetzung) occur on different surfaces in the intake region. This is in particular the inlet duct, the inlet duct and the inlet valve. This is likewise taken into account in the optimization of the injection times. The quantities for the injection times, which are stored in the characteristic field in each case, are read and used for the respective operating point.
According to the invention, it is recognized that: in dynamic engine operating states, the relevant factors which are important for the mixture formation do not correspond to the states which occur in steady-state engine operation. This applies in particular to the temperature of the inlet valve or of the inlet line. These temperature changes proceed significantly slower than the change in operating point. This can result in: the evaporation behaviour of the fuel local to the inlet valve is very different from the steady state. This results in small droplets entering the combustion chamber or fuel deposits at the valve gap, which lead to a short-term particulate emission until the temperature reaches a steady-state level.
Disclosure of Invention
Advantages of the invention
The method according to the invention has the following advantages in contrast: dynamic engine operation is detected and the injection times are changed in such a way that: so that particulate matter emissions are minimized for this intermediate state. This is achieved according to the invention by this: the dynamic state of the internal combustion engine is detected from the load value, and the start of the fuel injection into the intake pipe is shifted into a region that is optimal for the dynamic state. Preferably the start of injection is shifted towards delay. However, the following operating states can also be considered: in this operating state, it is advantageous to shift the start of injection to the advance.
In a particularly advantageous embodiment, provision is made for: the air quality and/or the engine speed are evaluated as load values. These values are available to the controller and are good criteria for the dynamics of the internal combustion engine. This makes it possible to recognize the dynamic state of the internal combustion engine particularly easily: the load values are filtered by means of a filter with DT 1-behavior. Particularly advantageous are: starting from the initial signal of the filter with DT1 behavior, a dynamic characteristic value is determined for characterizing the state of the internal combustion engine. This characteristic value is a good criterion for determining whether the internal combustion engine is in a dynamic state. Here, it is possible to provide: only one load value or a plurality of load values are used.
In a particularly simple embodiment, provision is made for: when the threshold value is exceeded, a dynamic state is identified by the characteristic value, and the state is changed from the preceding injection (pressurized injection) to the intake synchronous injection. As soon as the characteristic value exceeds the threshold value again, the state is changed into the initial state again or into a state optimized with the current operating state. In a further embodiment, provision is made for: the start of injection is shifted towards a delay by a certain amount depending on the characteristic value.
In a further aspect, the invention relates to a new program code, in particular a source code with compilation and/or linking instructions, which is used to create a computer program that can be run on a controller, wherein the program code generates a computer program for carrying out all the steps of the described method, when the program code is converted into a computer program that can be run, in particular compiled and/or linked, according to the processing instructions. Such program code can be given in particular by source code, which can be downloaded for example from a server in the internet.
Drawings
Embodiments of the invention are illustrated in the drawings and are set forth in the following description. The figures show:
FIG. 1 shows the main elements of a device according to the invention; and
fig. 2 is a flow chart illustrating a method approach according to the present invention.
Detailed Description
Fig. 1 shows a device for operating an internal combustion engine with intake manifold injection. An internal combustion engine is indicated by 100. Fresh air is supplied to the internal combustion engine through an intake pipe 110. The amount of air supplied to the internal combustion engine can be determined by means of the sensor 115 and supplied as a signal ML to the controller 150. Furthermore, a rotational speed sensor 130 is arranged on the internal combustion engine, which transmits a rotational speed signal N to a control unit 150. The control unit 150 applies to the injection valve 120 a control signal which determines the injection time and the injection duration and thus the injection quantity of fuel into one of the cylinders of the internal combustion engine. In the controller 150, the injection timing that is independent of the operating point of the internal combustion engine is stored in a characteristic field that is not shown. This quantity is optimized in such a way that: so that as little exhaust emissions as possible with as little consumption as possible are ensured. So-called pilot injections are usually carried out, in which case the injection is carried out in advance: so that the injection ends while the inlet valve is still closed. Such a pilot injection has advantages in terms of exhaust gas emissions, in particular in terms of particulate matter emissions. According to the invention, it is recognized that: in dynamic operating states, for example during a load jump (lastsquirting), the particulate matter emissions during the pilot injection increase dramatically.
In the case of intake synchronous injection, in which at least a portion of the fuel quantity is injected during an open intake valve, the particulate matter emissions in steady-state operation are slightly higher than in the case of pre-injection. But according to the invention it is recognized that: during load jump, no overshoot of the particulate matter occurs. According to the invention, it is recognized that: the transition to intake synchronous injection is advantageous in dynamic operating states, since intake synchronous injection has advantages over pilot injection in dynamic states.
The identification of the dynamic engine operation is carried out by DT1 filtering of the load values. The characteristic value for the dynamic engine operation is determined by the subsequent weighting (Gewichtung). If a plurality of load values are used, the plurality of characteristic values are reduced to one characteristic value. This is preferably done by adding the two characteristic values. If this characteristic value is greater than the threshold value, a switchover is made to the injection point which is optimal for dynamic engine operation. Preferably to intake synchronous injection.
In an alternative embodiment, provision is made for: starting from the characteristic values for dynamic engine operation, an offset of the injection times is determined. It is thus possible to shift in the characteristic field a quantity around the start of injection, which quantity should be stored independently of the characteristic value. This offset is added to the injection timing for steady state operation. Thereby, a shift of the injection timing in the retard direction is obtained.
An embodiment with two load values is shown in fig. 2. Other load values can also be considered, in which case they are processed accordingly and likewise supplied to the meeting point 220. Alternatively, it is also possible to provide: only one load value, for example the air quantity ML or the rotational speed N, is used.
The initial signal ML of the air mass sensor 115 reaches the weight 210 via the first DT 1-section 200. The initial signal N of the tachometer sensor 130 reaches the second weight 215 via the second DT 1-section 205. The initial values of weights 210 and 215 converge to a feature value at a junction 220. The two initial values of weights 215 and 210 preferably sum additively. Next, in block 230 it is checked: whether the characteristic value is greater than a threshold value. If the characteristic value is greater than the threshold value, then a pre-injection is performed in step 240; if the characteristic value is less than the threshold value, intake synchronous injection is performed in step 245.

Claims (7)

1. Method for operating an internal combustion engine having intake manifold injection, wherein a dynamic state of the internal combustion engine is detected from a load value, and in the dynamic state of the internal combustion engine, the start of the fuel injection into the intake manifold is shifted into a region which is optimal for the dynamic state, wherein a dynamic characteristic value for characterizing the state of the internal combustion engine is determined by weighting, starting from the load value by means of a filter having a DT 1-behavior.
2. The method according to claim 1, characterized in that in a dynamic state of the internal combustion engine, the start of the fuel injection into the intake pipe is shifted towards a delay.
3. Method according to claim 1, characterized in that the air quality and/or the engine speed are evaluated as load values.
4. A method according to claim 3, characterised in that the transition from pre-injection into intake synchronous injection takes place when the threshold value is exceeded by the characteristic value.
5. Method according to any one of the preceding claims, characterized in that the start of injection is shifted towards delay by a certain value depending on the characteristic value.
6. A machine-readable storage medium, on which a computer program is stored which is designed to carry out all the steps of the method according to any one of claims 1 to 5.
7. A controller configured to implement all the steps of the method according to any one of claims 1 to 5.
CN201710729753.XA 2016-08-24 2017-08-23 Method for operating an internal combustion engine with intake manifold injection Active CN107781050B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016215856.2A DE102016215856A1 (en) 2016-08-24 2016-08-24 Method for operating an internal combustion engine with intake manifold injection
DE102016215856.2 2016-08-24

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CN107781050B true CN107781050B (en) 2022-03-04

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Citations (14)

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JPS61187559A (en) * 1985-02-15 1986-08-21 Toyota Motor Corp Control method of fuel injection timing
US4889100A (en) * 1986-12-19 1989-12-26 Japan Electronic Control Systems Company, Limited Fuel injection control system for multi-cylinder internal combustion engine with feature of improved response characteristics to acceleration enrichment demand
JPH0323342A (en) * 1989-06-19 1991-01-31 Hitachi Ltd Fuel feed system for plurality of cylinders internal combustion engine and control device thereof
US5390641A (en) * 1992-12-09 1995-02-21 Nippondenso Co., Ltd. Fuel injection system for internal combustion engine
US5954025A (en) * 1997-07-31 1999-09-21 Toyota Jidosha Kabushiki Kaisha Control apparatus, for internal combustion engine, for improving stability of an idle state of the engine
US5983868A (en) * 1997-05-16 1999-11-16 Toyota Jidosha Kabushiki Kaisha Fuel injection controller apparatus in starting an internal combustion engine
US6092508A (en) * 1997-02-12 2000-07-25 Nissan Motor Co., Ltd. Air-fuel ratio controller
JP2002021612A (en) * 2000-07-03 2002-01-23 Denso Corp Fuel injection control device of internal combustion engine
CN1973122A (en) * 2004-06-25 2007-05-30 丰田自动车株式会社 Exhaust gas purification device for internal combustion engine
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CN102434300A (en) * 2010-09-13 2012-05-02 大众汽车有限公司 Method and device for controlling an internal combustion engine
DE102012015745A1 (en) * 2012-08-09 2014-02-13 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Fuel injection apparatus for direct injecting petrol engine in motor car, has high pressure injector arranged in intake tract such that fuel is injected to engine in upstream manner under pressure on inlet valve in closed state
CN105324569A (en) * 2013-06-28 2016-02-10 三菱自动车工业株式会社 Engine control device

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DE4020635A1 (en) * 1990-06-29 1992-01-09 Nobis Guenter METHOD FOR DETERMINING THE TECHNICAL CONDITION OF FUEL INJECTION SYSTEMS AND THE COMPONENTS THEREOF
JPH04143431A (en) * 1990-10-03 1992-05-18 Nissan Motor Co Ltd Fuel injection timing controller for engine
JP3622210B2 (en) * 1993-08-19 2005-02-23 株式会社デンソー Fuel injection control device for internal combustion engine
CA2514394C (en) * 2004-08-03 2009-10-27 Denso Corporation Fuel injection controller of engine
DE102010041999A1 (en) * 2010-10-05 2012-04-05 Robert Bosch Gmbh Method for correcting actual position of sensor parameter e.g. charge pressure sensor, for detecting pressure of gaseous or liquid medium in air system of motor car, involves correcting parameter by pressurizing with compensation parameter
DE102011007367A1 (en) 2011-04-14 2012-10-18 Robert Bosch Gmbh Intake and injection device, system and internal combustion engine
CA2798599C (en) * 2012-12-14 2013-11-12 Westport Power Inc. Skip-fire fuel injection system and method
DE102012025019B4 (en) * 2012-12-20 2021-10-14 Mtu Friedrichshafen Gmbh Method for operating an internal combustion engine
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Patent Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61187559A (en) * 1985-02-15 1986-08-21 Toyota Motor Corp Control method of fuel injection timing
US4889100A (en) * 1986-12-19 1989-12-26 Japan Electronic Control Systems Company, Limited Fuel injection control system for multi-cylinder internal combustion engine with feature of improved response characteristics to acceleration enrichment demand
JPH0323342A (en) * 1989-06-19 1991-01-31 Hitachi Ltd Fuel feed system for plurality of cylinders internal combustion engine and control device thereof
US5390641A (en) * 1992-12-09 1995-02-21 Nippondenso Co., Ltd. Fuel injection system for internal combustion engine
US6092508A (en) * 1997-02-12 2000-07-25 Nissan Motor Co., Ltd. Air-fuel ratio controller
US5983868A (en) * 1997-05-16 1999-11-16 Toyota Jidosha Kabushiki Kaisha Fuel injection controller apparatus in starting an internal combustion engine
US5954025A (en) * 1997-07-31 1999-09-21 Toyota Jidosha Kabushiki Kaisha Control apparatus, for internal combustion engine, for improving stability of an idle state of the engine
JP2002021612A (en) * 2000-07-03 2002-01-23 Denso Corp Fuel injection control device of internal combustion engine
CN1973122A (en) * 2004-06-25 2007-05-30 丰田自动车株式会社 Exhaust gas purification device for internal combustion engine
JP2007285240A (en) * 2006-04-19 2007-11-01 Toyota Motor Corp Control device for internal combustion engine
CN101668943A (en) * 2007-04-26 2010-03-10 丰田自动车株式会社 Internal combustion engine controlling apparatus
CN102434300A (en) * 2010-09-13 2012-05-02 大众汽车有限公司 Method and device for controlling an internal combustion engine
DE102012015745A1 (en) * 2012-08-09 2014-02-13 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Fuel injection apparatus for direct injecting petrol engine in motor car, has high pressure injector arranged in intake tract such that fuel is injected to engine in upstream manner under pressure on inlet valve in closed state
CN105324569A (en) * 2013-06-28 2016-02-10 三菱自动车工业株式会社 Engine control device

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