EP0449851A1 - Verfahren zur kraftstoffmengenbestimmung. - Google Patents
Verfahren zur kraftstoffmengenbestimmung.Info
- Publication number
- EP0449851A1 EP0449851A1 EP19890913031 EP89913031A EP0449851A1 EP 0449851 A1 EP0449851 A1 EP 0449851A1 EP 19890913031 EP19890913031 EP 19890913031 EP 89913031 A EP89913031 A EP 89913031A EP 0449851 A1 EP0449851 A1 EP 0449851A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- value
- intake manifold
- manifold pressure
- intake
- calculated
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
Classifications
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/047—Taking into account fuel evaporation or wall wetting
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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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
- F02D41/02—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
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2474—Characteristics of sensors
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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
- 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
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
Definitions
- the invention relates to a method for determining the amount of fuel to be supplied to an internal combustion engine per cycle.
- This arrangement has a means 11 for determining the control value, a means 12 for determining in-steady state transition values, a means 13 for regulating, and an internal combustion engine 14 with throttle valve 15, injection valve arrangement 16 and pressure sensor 17 in the intake manifold 18 and with a lambda sensor. 19 in the exhaust pipe 20. It is initially assumed that the internal combustion engine 14 is operated in a controlled manner. In this case, only the signal from the means 11 for determining the control value acts on the injection valve arrangement 16.
- the means 11 for determining the control value are supplied with values of operating variables, in particular the setting angle of the throttle valve 15 and the rotational speed, whereupon the means 11 acts Outputs injection time signal.
- the lambda actual value is compared by the lambda probe 19 with a lambda sol value in a comparison point 21 and the difference value is fed as a control deviation to the control means 13 which, depending on the control deviation, has a control value in Form of a control factor RF determined, which is multiplied by the value output by the means 11 for determining the control value in a manipulated value link 22.
- the control loop described ensures that control values with which the desired lambda value alone is not achieved are corrected in such a way that this goal is nevertheless achieved.
- the values output by means 11 for determining the control value are normally determined for steady-state operating states. But finds between a first stationary operating state and a second stationary operating state z. B. acceleration instead, an acceleration enrichment is required in the meantime.
- the means 12 for determining unsteady transition values are present. If values of operating variables with a high temporal gradient change, the means 12 for determining the transition transition values outputs a time sequence of values that be linked with control values in a transient correction part 23.
- the transient correction can be present on only controlled systems or on pre-controlled systems with superimposed control. In all applications, those cases are particularly problematic in which several transient conditions are met in a short time sequence, each of which triggers new transient transition functions. In practice, this often leads to overlaps that are undesirably amplified or eliminated.
- the errors that occurred when determining control values in Instational processes that occur when no special measures are taken are called update errors, phase errors and wall film errors
- the update error is handled in a conventional manner, namely in that if, after the calculation of the next one, An unsteady event occurred and the new force taking this event into account occurred amount of substance can be taken into account before the end of the intake stroke, a post-injection takes place.
- the wall film error is calculated individually as a function of the values of different operating variables.
- the phase error is an error that results in particular from the fact that an air flow meter measures not only the air that is drawn in for combustion, but also that air that which serves to increase the pressure in the intake manifold.
- This phase error is compensated for by adapting the slope of the signal of the air flow meter to the slope of the intake manifold pressure.
- the intake manifold pressure is therefore measured and the air mass drawn in for combustion per cycle is determined with the aid of the intake manifold pressure.
- phase error is adapted to the gradient of the signal of the pressure sensor by adapting the gradient of the signal of the air mass meter, this method behaves in unsteady case 1 similarly to those in series methods in which the air mass sucked in for combustion is immediate is determined from the measured intake manifold pressure. However, it is known from these methods that they do not fully compensate for the phase error which occurs in an unsteady-state operation.
- the invention is based on the object of specifying a method for determining the amount of fuel to be supplied to an internal combustion engine per cycle, with which phase errors can be largely avoided.
- the method according to claim 1 is characterized in that the air mass sucked in for combustion is no longer determined from the currently measured intake manifold pressure, but instead it is determined which intake manifold pressure is likely to be in the adjusts the next cycle, and that the air mass calculation is carried out with the help of this pre-calculated intake manifold pressure.
- This procedure utilizes the knowledge that the intake manifold pressure at Instationärüber réellen from cycle to cycle • changes relatively strong that so much better control values can be obtained if already then expected to present intake manifold pressure is considered to be supplied to the next measure fuel quantity.
- the method according to claim 10 is characterized in that the air mass determined with the aid of the intake manifold pressure is corrected with a value which takes temperature influences into account in particular. It has. it has been found that the air mass sucked in for combustion does not match the mass that would actually be expected due to the pressure conditions. It should be noted here that pressure conditions actually influence the flow of an air volume, but not a mass. The air mass present in a certain volume still depends on the temperature of the intake air. The temperature conditions in an internal combustion engine, however, change during transient transitions. The relationship between the correction value and values of operating variables can be predetermined. This predetermined relationship is then used to correct the air mass which was initially determined with the aid of the intake manifold pressure.
- the intake manifold pressure changes over time according to a specific function. In the simplest case a linear change is assumed, but it has been shown that the smallest deviations between the calculated and measured values occur when a first order transition is used for the change. Such has' on four parameters. These can e.g. B. be determined by measuring the time of occurrence of a fault and the intake manifold pressure for three successive cycles, including the current cycle, the values are stored and then the current values of the parameters from the four measurement results can be calculated. With the help of the transition function thus known, the intake manifold pressure likely to be present in the next cycle can be determined.
- This method is characterized by the fact that it always works with current values, that is to say without characteristic maps, which leads to high accuracy if, after a change in the flow cross sections, in particular by changing the adjusting angle of a throttle valve, no further ones Changes take place more. However, if the cross-section changes continuously, the parameters of the transition function also change continuously, which is, however, not sufficiently taken into account, since outdated values are used for the calculation.
- the first variant has the advantage that the current intake manifold pressure is always with the correct value, but there is the disadvantage that a pressure sensor, ie a relatively expensive component, is required.
- the second variant has the advantage that no pressure sensor is required, but the pressure calculated from the recursion formula can deviate slightly from the actual pressure.
- FIG. 5 shows an illustration of the preferred method sequence in the form of a block diagram
- the partial displacement 6 is shown as a flow diagram in FIG. 6, but is shown as a block diagram in FIGS. 7 and 8;
- Flg. 9 shows a flowchart for explaining an adaptation method
- 10 is a diagram for explaining the temporal relationship between intake cycles and computing cycles.
- the throttle valve angle ⁇ is plotted over time t. At one point in time, the throttle valve angle changes abruptly from an old stationary value to a new stationary value that corresponds to a larger opening cross section than it was previously.
- the intake manifold pressure increases after the change in the throttle valve angle, essentially after a transition function of the first order, that is to say according to the formula
- This time change of the intake manifold pressure pS (t) is plotted in FIG. With their help, it can be predicted which value the intake manifold pressure will assume at a point in time which is 4 t ( ⁇ ) later than the current point in time. This period of time is also entered in FIG. 2. It should be noted for the following that when the intake manifold pressure is actually calculated, it is not necessary to make a prediction over a certain period of time, but rather over a specific crank angle range. The prediction time period is therefore dependent on the speed « ⁇ . For the sake of simplicity, it is initially assumed that the prediction period corresponds to a permanently fixed crank angle range of 720 °, that is to say the distance between two intake cycles for each fixed cylinder. The number of computing cycles for each cylinder is then identical to the number of intake cycles for this cylinder. The respective current computing cycle is identified in the following with the letter n.
- the intake manifold pressure is calculated in a means 24 for pressure calculation.
- the pressure pS (n + 1) is calculated as it is likely to be for the next intake stroke for the one intended cylinder will be present. Examples of the calculation are explained below with reference to FIGS. 6-8.
- a preliminary air mass mLV (n + 1) is calculated from the intake manifold pressure " pS (n + 1) for the next cycle, as is likely to be drawn in with the next intake cycle. It is In the exemplary embodiment, the provisional air mass mLV (n + 1) is read from an air mass characteristic map 25, specifically addressed via values of the calculated intake manifold pressure pS (n + 1), the speed ⁇ and the motor temperature Tw.
- FIG. 3 The time course of the provisionally calculated air mass mLV (t) as a function of the intake manifold pressure pS (t) is shown in FIG. 3.
- a further air mass is shown in FIG. 3, namely a temperature-dependent air mass mLT (t) which is to be added to the provisional air mass in order to obtain the air mass mL (t) actually sucked in for combustion.
- the temperature-dependent air mass mLT (t) is calculated using a temperature variable -äT (t).
- auxiliary variables TStat (n hAn) and h 2 (n) are read out from an auxiliary temperature characteristic map, addressable via values of the throttle valve angle, the speed and the engine temperature for the computing cycle n.
- the read values are represented by a Mit ⁇ tel 27 for ' recursion calculation converted into a future value .dT (n + 1) and this is multiplied by a constant kT and the provisional air mass mLV (n + 1) and the temperature-dependent air mass mLT (n + 1) thus obtained becomes provisional air mass mLV (n + 1) added.
- the fuel mass which is to be added to the air mass in order to achieve a specific charge value can be calculated from the air mass mL (n + 1) which has been sucked in from the intake manifold in this way. 5, this conversion takes place in one Dividing point 28.
- the fuel mass now calculated is not exactly the one to be added to the intake air mass, since a part of the fuel is also to be used for a wall film build-up or is released from the wall film if, in contrast to FIG. 1, a deceleration is initiated instead of an acceleration.
- the fuel mass calculated from the intake air mass mL (n + 1) is therefore only a provisional fuel mass mKV (n + 1).
- the intake manifold pressure is calculated from the throttle valve angle
- the intake air pressure is provisionally determined with the aid of the intake manifold pressure
- the provisional value is corrected with the aid of a temperature-dependent value
- from the corrected value that which is to be achieved of a predetermined lambda value required fuel mass is calculated and this fuel mass is corrected with the help of a wall film model in order to obtain the fuel mass actually to be injected for the cycle following the current cycle.
- the starting point for all three partial methods explained with reference to FIGS. 6 - 8 is the first order transition function according to FIG. 2 and according to equation (1).
- a transition function of the 1st order describes the behavior observed on previously examined internal combustion engines after a sudden change. throttle valve angle most accurately.
- the transition function of the 1st order according to equation (1) has three parameters, namely the final pressure pStat, the initial pressure pS (t Q ) and the time constant kp.
- the method according to FIG. 6 is characterized in that all three parameters are determined by pressure measurements, while in the methods according to FIGS.
- the pressure pS (n) is measured in the current calculation cycle in a step s1.6.
- the three parameters of equation (1) are determined in a step s2.6 from this ne measured value and the two values pS (n-1) and pS (n-2) measured for the previous cycles, and then the equation (1) the intake manifold pressure pS (n + 1) present at the time of cycle n + 1 is calculated.
- step s3.6 the pressure value from the last cycle is evaluated as the pressure value from the penultimate cycle, and the pressure value from the current cycle is evaluated as the pressure value from the previous cycle, so that these two values are available as historical values if, after passing through further ones Method steps for calculating the amount of fuel to be injected, step sK-6 is reached again in the following cycle and the pressure then measured is the current pressure.
- the pressure calculation method described then supplies a pressure value for the next cycle which corresponds very precisely to the value measured when the throttle valve change occurs suddenly, as shown in FIG. 1. Then the same transition equation applies to all measuring points, ie the three parameters remain unchanged. However, if the throttle valve angle changes between the measuring points, the parameters, so that different parameters apply for different times, but it is assumed in step s2.6 that the same transition function always applies.
- throttle valve changes that took place before the current cycle do not influence methods as are now explained with reference to FIGS. 7 and 8.
- two of the three parameters of equation (1) are read out from characteristic maps, namely the final pressure pStat and the time constant kp, which values depend on the values of throttle valve angle ⁇ and speed present for the current cycle.
- the stationary pressure pStat (n) is thus addressably read out from a stationary pressure map 28 using the values ⁇ * (n) and u> (n), and the same values for these values are addressed from a time constant map 29 read the valid value ⁇ p (n) of the time constant.
- the values of the stationary pressure and time constant are passed to a means 30 for calculating the equation, to which the current value pS (n) of the intake manifold pressure is also fed. Using this measured value, the third parameter t Q is calculated from equation (1). Once this has been done, equation (1) is used to calculate the suction pressure pS (n + 1) that is likely to be established in the next cycle. With this method, all three parameters are thus determined solely on the basis of currently available measured values. As a result, the accuracy in unsteady cases is increased compared to the accuracy that can be achieved with the method explained with reference to FIG. 6. In the case of stationary operation, however, the method, which is based only on pressure measurements, is somewhat more precise, since it is not dependent on map values.
- the method now explained with reference to FIG. 8 manages with very simple means. This is because it does not require a pressure measurement, but only uses the values of throttle valve angle o and speed ⁇ that are available anyway on internal combustion engines. With the aid of these values, the characteristic maps described with reference to FIG. 7 are addressed.
- the 8 differ from that according to FIG. Fig. 7 in that the intake manifold pressure pS (n) is not measured, but is determined in a means 31 for recursion calculation from a recursion formula. This is done according to the following equation:
- pS (n + 1) pS (n) + G ( ⁇ x (n), / (n)) x (pStat (n) - pS (n)) (2)
- the intake manifold pressure pS (n + 1) for the next cycle determined by this recursion formula is stored for the calculation in the next cycle, which is indicated in FIG. 8 by a sample / hold element 32.
- the pressure pS (n + 1) calculated in the manner just described is the current pressure value pS (n) for the next cycle.
- the factor G and the time constant kp, as shown in equation (1), can be converted into each other.
- the method just described has the advantages and disadvantages of the method according to FIG. 7, but advantageously differs from it in that a pressure sensor, which is relatively expensive, is unnecessary. It is disadvantageous, however, that errors in the calculation of the intake manifold pressure propagate, since a value that is not quite correctly calculated for the next cycle is included in the next calculation as the current value that has been correctly assumed.
- a first step s1.9 of the adaptation method according to FIG. 9 the intake manifold pressure pS (n) is measured as it is in the present cycle n.
- this measured value is compared with the pressure value calculated in the previous cycle for the next cycle. If the two values differ by more than a predetermined smoldering Mvalue 4 pS from each other is calculated in a step s3.9, which • would have to have the time constant value G, so that the voltage would have provided Berech ⁇ measured in the current cycle value in the previous cycle . If this value is determined, the value stored for the associated values of throttle valve angle and speed is corrected in the direction of the newly calculated value. With regard to the manner in which such a correction can be carried out, reference is made to the document DE 36 03 137 A1, in which further literature on adaptation methods is given.
- step s4.9 is reached. This examines whether there are stationary operating conditions. If this is not the case, the method returns to step s1.9. If, on the other hand, there are stationary operating conditions, the stationary pressure pStat ( ⁇ , ur) is measured in step s5.9. In a step S6.9 it is examined whether this value measured differs from the Mvalue for the present values of the Adressier Anlagenn ⁇ ur and stored pressure value by more than a predetermined smoldering '.dpStat. If this is the case, the map value is corrected in a step s7.9 in the direction of the measured value. With regard to details of this, what has been said above regarding the correction of the time constant map applies accordingly. After step s7.9 as well as in the event of a negative answer to the examination in step s6.9, the method returns to step s 1.9.
- FIGS. 6, 7 or 8 and 9 can also be carried out together. For example, all processes are continuously operated in parallel. Did not find any before the last three measurements Instead of throttle valve change, the pressure values calculated using the method according to FIG. 6 are used. If, on the other hand, such a change took place, the pressure values calculated using the method according to FIG. 7 or using the method according to FIG. 8 are used.
- the maps are continuously adapted in the manner described.
- a further improvement can be achieved by correcting the calculated value with a temperature-dependent air mass mLT, as already briefly indicated above with reference to FIGS. 3 and 5. This measure can also be carried out without the suction pressure prediction described, that is, even if the currently measured intake manifold pressure is used as the intake manifold pressure present in the next cycle.
- the temperature-dependent correction is based on the knowledge that when both the intake manifold and the engine are relatively cold, the masses flowing into the intake manifold and the engine are divided differently than when the intake manifold is cold and the engine is hot.
- the air mass flowing into the engine for combustion therefore depends not only on the intake manifold pressure, but also on temperature differences. It has been found that the temporal behavior of such temperature influences can be simulated relatively well with the aid of a second-order transition function, which essentially only one has parameters strongly dependent on values of operating variables, namely a stationary temperature aTStat.
- the recursion formula is:
- dT (n + 1) kl (n) xfaTStat (n) - ⁇ T ( ⁇ )) + k2 (n) xkT (n) - 4 ⁇ (n - 1))
- the constant values k1 (n) and k2 (n), like the stationary temperature ⁇ TStat (n), are also read out from the auxiliary temperature variable map 26. With the aid of these variables, the recursion formula (3) above is evaluated on average 27 for calculating the recursion.
- the auxiliary quantity .DELTA.T used to correct the provisionally calculated air mass mLV only carries the dimension of a temperature for the sake of clarity, in order to express that the corrected influences are mainly temperature influences.
- the correction quantity could easily be dimensionless.
- Other effects besides temperature effects, in particular vibration effects, can be taken into account by modifying the recursion formula given above, e.g. B. in that is still multiplied by a trigonometric vibration function.
- the air mass to be supplied with fuel is as follows:
- mL (n + 1) mLV (n + 1) x (1 + kT x aT (n + 1))
- An adaptation process can also be carried out with respect to the air mass L.
- the calculated air mass mL (n + 1) is compared with the air mass actually sucked in for cycle n + 1. This measurement takes place e.g. B. with the help of an air mass meter, the air mass flow detected. From the mass flow and the suction time, the sucked Masse.- exceeds gives the difference between the actual intake air mass and the calculated air mass a threshold value, the stationary 'temperature TSTAT is preferably calculated backward so that with the corrected Statio ⁇ ärtemperatur the right would have given air mass. The corrected stationary temperature is then stored in the map 26.
- the ignition point is set on the one hand and the fuel mass to be added to this air mass is calculated on the other hand.
- the ignition timing is set by driving a conventional speed-air-mass ignition timing map. It is advantageous that the control of this customary map is no longer carried out with the aid of the currently measured air mass value, but with the aid of the value calculated in advance. Instead of a map, the ignition timing can also be calculated from values of the speed and the air mass using an equation. In this case, too, there is the advantage that the calculation is carried out with the value for the expected and not for the current air mass.
- the fuel mass is calculated from the air mass using the predetermined lambda setpoint oll-S0LL (n + 1) in the dividing point 27.
- the fuel mass obtained by dividing the air mass mL (n + 1) by the setpoint is only a provisional fuel mass mKV (n + 1). It is provisional, since it still has to be taken into account how much fuel passes into the build-up of a wall film, with an increased supply of fuel or how much fuel is obtained from the breakdown of a wall film, with a reduced supply of fuel.
- the wall film correction is carried out using any known method, preferably using the method described in "Transient A / F Control Characteristics of the 5 1 Central Fuel injection engine from CF Aquino in SAE paper 81 0494, pp. 1 - 15 ". Accordingly, the change over time in the wallfill fuel aces mKF is calculated from a supplied fuel mass mKZ according to the following equation:
- mK (n + 1) mKV (n + 1) + mKÜ (n + 1)
- transition functions and recursion formulas for calculating the intake manifold pressure or the influence of temperature are only examples which have been found to be advantageous from previous measurements. In special applications, other transition functions and associated recursion formulas can better describe the actually measured conditions. It is crucial that two methods are specified, each of which improves the known methods. The methods can be used individually or together. One method consists in that the intake manifold pressure present in each case for the next intake cycle is calculated in advance and the other method consists in that the intake manifold pressure is corrected with the aid of a temperature effect model, regardless of how it was determined.
- FIG. 10 A procedure will now be described with reference to FIG. 10 which avoids the night-time mentioned just above.
- the respective intake cycles for four cylinders Z1-Z4 are recorded as rectangular boxes with the same length, ie the same crank angle overlap.
- the intake manifold pressure in the middle of an intake stroke is to be calculated in order to be able to determine the fuel mass to be injected therefrom.
- the centers of all intake cycles are 180 ° apart. Brands M1 - M4 are related to these centers.
- the mark M1 indicates the crank angle at which it is queried which fuel mass is to be injected for the cylinder Z1, so that the latter can suck in this fuel in its next intake cycle.
- the mark M1 is at crank angle 0 and the center of the associated intake stroke is 540 °.
- the calculation of the fuel mass is started a few crank angle degrees before the occurrence of one of the marks, so that the calculation result is available when the mark occurs. Based on these requirements, the evaluation of the recursion formula (2) for the intake manifold pressure will now be described.
- the constant values G ((n), t (n)) are stored for the period in which 180 ° crank angle is covered at the respective speed. If the recursion formula (2) is calculated once, the intake manifold pressure is present, as it will presumably occur 180 ° later, ie before the mark M2. However, since the intake manifold pressure is of interest to the mark M4, the recursion according to equation (2) is repeated twice executed. Shortly before the appearance of the mark M1, the evaluation of the recursion formula (2) runs three times in quick succession. Thus, the calculation result for the amount of fuel to be injected is available for the intake stroke of cylinder Z1 at mark M4 when mark M1 occurs.
- the calculation result of the first application of the recursion forms the initial value if, shortly before the appearance of the mark M 2, the recursion is carried out three times again in order to calculate the fuel mass which is required for the intake stroke of the cylinder Z2 around the next mark M1.
- the result would have to coincide with that, the two-fold after de r 'm applying the recursion formula was obtained just before the occurrence of the mark M1.
- this is preferably used to correct the fuel mass for the still imminent intake stroke of the cylinder Z1 around the mark M4. If more fuel is required than initially calculated, the differential quantity is additionally injected. It turns out that less If fuel had been required than had already been injected, the difference value is subtracted for the next injection for the cylinder Z1. If, in the present operating state, only a small amount of pre-storage is used, ie when the mark M2 occurs, the fuel for the intake stroke of the cylinder Z1 has not yet been sprayed around the mark M4, the required amount of fuel is recalculated.
- each recursion step not 180 °, but a smaller angular range, e.g. B. cover only 60 °. Then a calculation mark is output every 60 ° crank angle.
- the recursion formula (2) is only used once for those computation marks that are not just before one of the marks M1 - M4.
- the recursion equation is carried out nine times in succession in order to predict the intake manifold pressure for a point in time at which the crank angle has covered a further 540 °.
- the smaller the angular range that is covered by a recursion evaluation the more current is the adaptation to any changes in the throttle valve angle, but the higher the computational effort.
- the prediction does not necessarily have to be made in advance by an angular range of 540 °. In the example, this area was chosen because it also covers the largest storage times. If the method is used for a motor that has a shorter maximum pre-storage time, a correspondingly smaller angular range is used in the future.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Analytical Chemistry (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3842075 | 1988-12-14 | ||
DE3842075A DE3842075A1 (de) | 1988-12-14 | 1988-12-14 | Verfahren zur kraftstoffmengenbestimmung |
Publications (2)
Publication Number | Publication Date |
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EP0449851A1 true EP0449851A1 (de) | 1991-10-09 |
EP0449851B1 EP0449851B1 (de) | 1993-07-07 |
Family
ID=6369145
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP89913031A Expired - Lifetime EP0449851B1 (de) | 1988-12-14 | 1989-11-29 | Verfahren zur kraftstoffmengenbestimmung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP0449851B1 (de) |
JP (1) | JP3138467B2 (de) |
KR (1) | KR0148796B1 (de) |
DE (2) | DE3842075A1 (de) |
WO (1) | WO1990007053A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2715438A1 (fr) * | 1994-01-22 | 1995-07-28 | Bosch Gmbh Robert | Procédé et dispositif de prévision d'un signal de charge futur en liaison avec la commande d'un moteur à combustion interne. |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB9222328D0 (en) * | 1992-10-23 | 1992-12-09 | Lucas Ind Plc | Method of and apparatus for fuelling an internal combustion engine |
FR2709151B1 (fr) * | 1993-08-20 | 1995-09-15 | Renault | Procédé de calcul de la masse d'air admise dans un moteur à combustion interne. |
IT1268039B1 (it) * | 1994-03-04 | 1997-02-20 | Weber Srl | Sistema elettronico di calcolo del tempo di iniezione |
DE19515855A1 (de) * | 1995-04-29 | 1996-10-31 | Volkswagen Ag | Verfahren zum Einstellen der Bewegung eines leistungsverändernden Regelorgans |
DE19853410A1 (de) * | 1998-11-19 | 2000-05-25 | Bayerische Motoren Werke Ag | Verfahren zur Bestimmung des Drosselklappenwinkels |
DE19902203A1 (de) * | 1999-01-21 | 2000-07-27 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Festlegen des Zündzeitpunktes einer Brennkraftmaschine |
FR2821388B1 (fr) * | 2001-02-28 | 2003-04-25 | Renault | Procede de calcul de la masse d'air admise dans le cylindre d'un moteur a combustion interne equipant un vehicule automobile et calculateur d'injection mettant en oeuvre le procede |
DE10141929A1 (de) * | 2001-08-28 | 2003-03-27 | Volkswagen Ag | Verfahren zum Starten eines Ottomotors |
DE102005031030A1 (de) * | 2005-07-04 | 2007-01-18 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine |
KR100793738B1 (ko) * | 2006-12-14 | 2008-01-10 | 현대자동차주식회사 | 밸브타이밍 가변엔진의 흡입공기량 연산방법 |
DE102008041689B4 (de) | 2008-08-29 | 2019-07-25 | Robert Bosch Gmbh | Verfahren und Motorsteuergerät zur Adaption von Verdampfungsparametern eines Kraftstoffs bei einem dualen Einspritzsystem |
DE102009032064B3 (de) * | 2009-07-07 | 2010-08-26 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
US20160123824A1 (en) | 2012-07-09 | 2016-05-05 | Ji An Wan | Full Load Brake Torque Inspection Method |
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US4424568A (en) * | 1980-01-31 | 1984-01-03 | Hitachi, Ltd. | Method of controlling internal combustion engine |
US4373501A (en) * | 1981-09-17 | 1983-02-15 | Ford Motor Company | Fuel metering system for an internal combustion engine |
US4667640A (en) * | 1984-02-01 | 1987-05-26 | Hitachi, Ltd. | Method for controlling fuel injection for engine |
JPH0658077B2 (ja) * | 1986-03-07 | 1994-08-03 | 日産自動車株式会社 | 内燃機関の燃料噴射制御装置 |
US4761994A (en) * | 1986-05-06 | 1988-08-09 | Fuji Jukogyo Kabushiki Kaisha | System for measuring quantity of intake air in an engine |
US4873641A (en) * | 1986-07-03 | 1989-10-10 | Nissan Motor Company, Limited | Induction volume sensing arrangement for an internal combustion engine or the like |
DE3627308A1 (de) * | 1986-08-12 | 1988-02-18 | Pierburg Gmbh | Elektronisch gesteuertes gemischbildungssystem |
JP2973418B2 (ja) * | 1987-03-05 | 1999-11-08 | トヨタ自動車株式会社 | 内燃機関の吸気管圧力検出方法 |
US4903668A (en) * | 1987-07-29 | 1990-02-27 | Toyota Jidosha Kabushiki Kaisha | Fuel injection system of an internal combustion engine |
JPH01134042A (ja) * | 1987-11-17 | 1989-05-26 | Fujitsu Ten Ltd | 内燃機関の燃料噴射量制御方式 |
JPH01138340A (ja) * | 1987-11-25 | 1989-05-31 | Fujitsu Ten Ltd | 内燃機関の燃料噴射量制御方式 |
JPH01138338A (ja) * | 1987-11-25 | 1989-05-31 | Fujitsu Ten Ltd | 内燃機関の燃料噴射量制御方式 |
EP0326065B2 (de) * | 1988-01-29 | 1995-12-20 | Hitachi, Ltd. | Steuerung für Motor-Kraftstoffeinspritzung |
JP2615811B2 (ja) * | 1988-04-22 | 1997-06-04 | トヨタ自動車株式会社 | 内燃機関の燃料噴射量制御装置 |
-
1988
- 1988-12-14 DE DE3842075A patent/DE3842075A1/de not_active Withdrawn
-
1989
- 1989-11-29 WO PCT/DE1989/000741 patent/WO1990007053A1/de active IP Right Grant
- 1989-11-29 KR KR1019900701768A patent/KR0148796B1/ko not_active IP Right Cessation
- 1989-11-29 DE DE8989913031T patent/DE58904884D1/de not_active Expired - Fee Related
- 1989-11-29 JP JP02500126A patent/JP3138467B2/ja not_active Expired - Lifetime
- 1989-11-29 EP EP89913031A patent/EP0449851B1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
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See references of WO9007053A1 * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2715438A1 (fr) * | 1994-01-22 | 1995-07-28 | Bosch Gmbh Robert | Procédé et dispositif de prévision d'un signal de charge futur en liaison avec la commande d'un moteur à combustion interne. |
Also Published As
Publication number | Publication date |
---|---|
KR910700403A (ko) | 1991-03-15 |
DE58904884D1 (de) | 1993-08-12 |
DE3842075A1 (de) | 1990-06-21 |
KR0148796B1 (ko) | 1998-10-01 |
JP3138467B2 (ja) | 2001-02-26 |
WO1990007053A1 (de) | 1990-06-28 |
JPH04502352A (ja) | 1992-04-23 |
EP0449851B1 (de) | 1993-07-07 |
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