EP0614005B1 - Einspritzsteuerungs-Verfahren für Mehrpunkteinspritzung, Einspritzmotoren mit gesteuerter Zündung - Google Patents

Einspritzsteuerungs-Verfahren für Mehrpunkteinspritzung, Einspritzmotoren mit gesteuerter Zündung Download PDF

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Publication number
EP0614005B1
EP0614005B1 EP19940400256 EP94400256A EP0614005B1 EP 0614005 B1 EP0614005 B1 EP 0614005B1 EP 19940400256 EP19940400256 EP 19940400256 EP 94400256 A EP94400256 A EP 94400256A EP 0614005 B1 EP0614005 B1 EP 0614005B1
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EP
European Patent Office
Prior art keywords
engine
injectors
injection
pair
cylinder
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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.)
Expired - Lifetime
Application number
EP19940400256
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English (en)
French (fr)
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EP0614005A2 (de
EP0614005A3 (de
Inventor
Henri Mazet
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Marelli France SAS
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Magneti Marelli France SAS
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Publication of EP0614005A3 publication Critical patent/EP0614005A3/de
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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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the invention relates to an injection control method for an internal combustion engine with positive ignition, equipped with a fuel injection installation by indirect injection of the so-called "multi-point” type, that is to say say comprising one injector per engine cylinder, and in particular for a four-cylinder engine operating according to a so-called "four-stroke" cycle.
  • the system includes means for detecting the Top Dead Center (TDC) as well as the angular position of the engine during each engine revolution.
  • TDC Top Dead Center
  • These means usually comprise a toothed wheel integral in rotation with the crankshaft or the flywheel of the engine, and carrying a target having a singularity, for example defined by the space corresponding to two consecutive missing teeth, and a sensor.
  • the sequential systems also include means for detecting the motor phase, comprising a sensor and a toothed wheel with target similar to those mentioned above, but whose toothed wheel is integral in rotation with the camshaft, which performs one revolution per engine cycle.
  • Sequential injection systems which have a significant performance potential, because they allow individualizing cylinder by cylinder the quantity of fuel injected as well as the injection phase compared to the engine cycle, have the disadvantage of being expensive, because they require four power stages, a crankshaft rotation sensor and an engine phase sensor.
  • the "Full group” injection systems only have one electrical power stage and do not include an engine phase sensor. The injection is controlled simultaneously on the four injectors, which are mounted in parallel on the same output of the single power stage.
  • a drawback attached to a single simultaneous injection per engine cycle is that a cylinder is supplied in the compression phase, depending on the value of the engine operating parameters which were acquired at the end of the previous engine U-turn. , for an intake phase of this cylinder which will only intervene at the fourth posterior half-turn, while the fuel intake requirements, in real time, recalculated and updated at each U-turn, could have changed considerably during transient engine operating phases.
  • Frull group systems are generally controlled so that their injectors are controlled at each engine revolution, that is to say twice per engine cycle, therefore at a frequency twice that of sequential systems.
  • first round half of the calculated quantity is injected, and during the second round of the engine cycle, the other half is injected, possibly updated according to the value, in the meantime acquired, of the considered operating parameters of the engine.
  • the electromechanical injectors have a flow dynamic which is limited by the ratio between the free or maximum flow, corresponding to a continuous injection throughout the duration of the engine cycle, that is to say an injector which is permanently open. (which maximum flow is taken into account to size the injector), and the minimum flow (corresponding to a reduction in the opening time, for example when the engine is idling), the flow corresponding to the product of the control frequency by the minimum injectable quantity, which is determined by the order time below which the characteristic of the flow law is no longer linear (order of magnitude of 1 ms, to take into account the establishment of the current in the solenoid coil and the inertia of the moving parts of the injector).
  • a semi-sequential system comprises a detector of the angular position of the crankshaft on each revolution of the engine, making it possible in particular to detect the High Dead Points and Low Dead Points (PMB) of the engine, four injectors grouped in two pairs of injectors, and two stages of electrical power, each of which controls a respective pair of injectors once per engine cycle, that is to say once every two engine revolutions.
  • PMB High Dead Points and Low Dead Points
  • each injector By indexing each injector in the same way as the cylinder of the engine which it supplies, it has been proposed to match either the injectors 1 and 2 in one pair and the injectors 3 and 4 in the other pair, or the injectors 1 and 3 in one pair and injectors 2 and 4 in the other pair, or finally injectors 1 and 4 in one pair and injectors 2 and 3 in the other pair. Likewise, it was proposed to carry out the sequencing of the control of the two pairs of injectors in several ways, provided that the control period is two engine revolutions.
  • FIG. 1 shows a diagrammatic diagram, for each of the four cylinders cyl 1 to cyl 4 of the engine, represented in superimposed lines, the succession during nine successive half-turns (in adjacent columns) of the four successive phases d intake, compression, expansion and exhaust which constitute an engine cycle, the intake phases being marked by dotted lines 1, for an engine whose four injectors are matched according to the third choice presented above (injectors 1 and 4 in a pair; injectors 2 and 3 in the other pair) with regular distribution of the injection commands, identified by elongated solid rectangles 2, and assuming that the first half-turn corresponds to an intake phase for the cylinder 1.
  • the delay or response time is called the delay, represented by a solid solid line 3, between the instant A of the last acquisition of the values of the parameters having been used for the calculation of the quantity A injected and the effective intake for the cylinder considered, it is found that this delay is small for cylinder 1, greater than a half-turn for cylinder 2, greater than three half-turns for cylinder 3 and greater than two half-turns for cylinder 4. Or a sum of delays greater than six half-turns for the four cylinders, therefore an average delay of 1.5 half-turns.
  • the problem underlying the invention is to favor respectively the good preparation of the mixture or the reduction of the response time or delay.
  • An object of the invention is either to reduce both the maximum value of the delay and its average value in such a semi-sequential control system, which allows the elimination of exceptional injections, which can be added to compensate for a deficiency supply in case of significant acceleration slots, for example, or to favor the preparation of the mixture.
  • Another object of the invention is to choose a pairing of the injectors as well as a sequencing in the control of the pairs of injectors which guarantee a functioning of the system insensitive to the uncertainty relating to the motor phase.
  • the invention provides a method of controlling the injection of an internal combustion engine, with spark ignition and multi-point injection, with four cylinders and operating according to a four-stroke cycle, which comprises one injector per cylinder, the method comprising the steps of grouping the injectors in pairs, controlling the opening of the injectors of each pair only once per engine cycle, and so that the sequencing of the control of the two pairs of injectors is insensitive to the phasing of the engine , and which is characterized in that it further comprises the steps consisting in indexing each injector with the same index as the cylinder of said engine which it supplies, in pairing the injectors 1 and 4 on the one hand and the injectors 2 and 3 on the other hand, to initiate the injection of each of the two pairs of injectors 1-4 and 2-3 during one respectively of two successive engine U-turns, and to make these two commands follow two half-to on successive engines without injector control, then to resume the sequence, as long as the engine is controlled in synchronous operation.
  • the choice of the pairing of the injectors as well as the choice of initiating the injection of the two pairs of injectors each during one respectively of two successive engine U-turns have the advantages of making operation insensitive to the uncertainty of the engine phase, or to minimize the delay between the acquisition of the parameters which are used for the calculation of the injection time and the effective admission of the fuel into the engine cylinders, which provides better behavior of the latter in richness monitoring, that is to promote the preparation of the mixture by avoiding injection with the intake valve open - it is known that the fact of letting the fuel stay in an intake prechamber, that is to say by injecting this fuel before the opening of the intake valve, is favorable for the preparation of the mixture -, depending on whether the injection starts are done respectively in intake and expansion phases or in compression and exhaust phases.
  • the injection control method according to the invention comprises the step consisting in determining the sequencing of the control of the two pairs of injectors (pair 1-4 then pair 2-3, followed by two half-turns motor without control, then again from control of pair 1-4 then from pair 2-3, or control of pair 2-3 then from pair 1-4, followed by two engine U-turns without control, then again the command of the pair 2-3 followed by the pair 1-4) depending on the situation of the motor with respect to its cycle, at the time of entering the synchronous operating phase of the motor, for example at following an engine start or on the occasion of a resumption of injection after a cut of the latter.
  • control method consists in choosing the control sequence of the pair of injectors 1-4 then of the pair 2-3, or the control sequence of the pair of injectors 2-3 then from pair 1-4, depending on whether the first Top Dead Center (TDC) or Bottom Dead Center (BDC) signal given by an engine rotation sensor after the engine has entered synchronous operating phase is a PMH or PMB signal for pair 1-4.
  • TDC Top Dead Center
  • BDC Bottom Dead Center
  • the method can also consist in introducing a time delay between the determination of the sequencing of the control of the pairs of injectors, for example as a function of the first TDC or BPM signal, and the actual sequence injection as a function of previous events, such as the engine starting or an injection cut, for example when decelerating.
  • the method may consist in initiating the injection during the intake phase of one of the two cylinders of each pair (corresponding to each pair of injectors) and during the expansion phase of the other cylinder, if small delays are sought, or, alternatively, during the exhaust phase of one of the two cylinders of each pair and during the compression phase of the other cylinder, if a good preparation of the mixture is sought.
  • it may consist in switching from the implementation of one of the two variants of the method to the other as a function of at least one operating parameter or thermal state of the engine or of associated equipment.
  • the last acquisitions A of the measured values of the operating parameters of the engine used for calculating the quantity of fuel to be injected, and which precede the injector commands, are those obtained respectively at the start of each of the first two engine U-turns. It can thus be seen that for cylinders 1 and 3, the delay is low, whereas it is slightly greater than two engine U-turns for cylinders 2 and 4. The maximum value of the delays is thus reduced, compared with an order according to FIG. 1, the sum of the delays no longer being of the order of four engine U-turns, which corresponds to an average of around one engine U-turn per cylinder.
  • Such sequencing can start with the command of pair 2-3, after passing through a PMB for pair 1-4, for example during the second half-turn in FIG. 2, for which the cylinder 3 is in phase of intake, or during the fourth engine U-turn in Figure 2, for which the cylinder 2 is in the intake phase.
  • FIG. 3 and FIG. 2 make it possible to understand that, when the engine enters the synchronous operating phase, either after it has started, or on the occasion of a resumption of injection, following an injection cut due to deceleration for example, the sequencing automatically adopted by the central control unit of the device, comprising a microprocessor suitably programmed for this purpose, will be that of the first line of FIG. 3 if the first TDC or PMB signal detected for the pair 1-4 by the engine rotation sensor is a TDC signal, and will be the sequencing of the second line of Figure 3 if this first detected signal is a PMB signal.
  • FIG. 2 shows that the opening of the injectors of cylinders 1 and 3 is controlled, i.e. the injection is initiated, while the latter are in the intake phase, while the injection is initiated during the expansion phase of the cylinders 4 and 2.
  • the injection by the pair of injectors 1-4 is initiated during the second half-turn, for which the cylinder 1 is in the compression phase and the cylinder 4 in the exhaust phase, and, in this example, that the injection takes place during this second half-turn.
  • the injection by the pair of injectors 2-3 is initiated during the immediately following engine U-turn, that is to say the third engine U-turn, for which the cylinder 2 is in the exhaust phase and the cylinder 3 in the compression phase, the injection also taking place during this third engine U-turn.
  • No injector command occurs during the next two engine U-turns, for which cylinder 2 and then cylinder 1 are successively in the intake phase.
  • the injectors of pair 1-4 are again controlled, then, at the immediately next engine turn, the pair is again ordered 2-3 injectors, after which two engine U-turns follow one another without injector control.
  • This sequencing follows the detection, at the start of the second half-turn, of a PMB for cylinders 1 and 4, but, as a variant, the PMB detected for these cylinders 1 and 4 could be at the start of the fourth half-turn engine of FIG. 4.
  • the sequencing of the injector commands would then begin with the command of the injections at the level of the injectors 1 and 4 during this fourth engine U-turn, followed, in the fifth engine U-turn, by the command of the injections by injectors 2 and 3, followed by two engine U-turns consecutive without injector control, then resumption of sequencing.
  • Such sequencing can begin with the command of the pair of injectors 2-3, after passage of the cylinders 1 and 4 by a TDC, for example during the third U-turn in FIG. 4, for which the cylinder 4 is in phase intake, [the pair of injectors 1-4 being controlled during the immediately following engine U-turn, that is to say the fourth in FIG. 4], or during the fifth engine U-turn of the FIG. 4 (corresponding to the first half-turn), for which the cylinder 1 is in the intake phase, the injectors 1 and 4 then being controlled during the immediately following engine half-turn, ie the sixth (corresponding to the second) on Figure 4.
  • FIGS. 4 and 5 make it possible to understand that the sequencing automatically adopted by the central control unit of the device will be that of the first line of FIG. 5, if the first TDC or PMB signal detected by the engine rotation sensor for cylinders 1 and 4 is a PMB signal, and will be the sequencing of the second line in Figure 5, if this first detected signal is a TDC signal for these same cylinders 1 and 4, when the engine enters the phase of synchronous operation.
  • the injection is initiated and takes place during a single particular engine half-turn for the two injectors of each pair respectively.
  • the injection can start just before the start of this engine U-turn, and possibly extend over several successive engine U-turns, or even over the entire engine cycle, if necessary, for example if the engine speed is and / or the fuel requirements of the engine are high.
  • the method of FIGS. 4 and 5 is adopted (start of injection in the exhaust phase for one and compression for the other of the two injectors of each pair), which promotes good preparation of the mixture.
  • the choice between the two variants of the process can be made definitively, or as a function of the operating conditions of the engine, by the electronic engine control and command unit. For example, when the catalyst receiving the exhaust gases from the engine is ineffective, because of its low temperature, which is the case for a certain time after starting the engine, it is first possible to implement the process favoring the preparation of the mixture ( Figures 4 and 5) then switch to the implementation of the process favoring low delays, therefore monitoring of transient richness ( Figures 2 and 3).
  • the changeover from one variant to another can be controlled by the electronic engine control and control unit as a function of engine operating parameters, such as its speed and the pressure at the air intake manifold, and / or depending on the thermal state of the engine or associated equipment.
  • a delay possibly adjustable, can be introduced between the determination of the order sequencing to be adopted. following the detection of a TDC or PMB, and the effective resumption of injection.
  • the device making it possible to implement the method described above can be rigorously identical to a semi-sequential device with symmetrical control, but that the microprocessor of the control unit will be programmed differently to provide the injector commands. asymmetrical according to the sequences described above.
  • the engine rotation sensor is the same as in the known devices, namely a gear wheel sensor with a singularity for the detection of TDC, this gear wheel being integral in rotation with the crankshaft or the flywheel.

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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)

Claims (7)

  1. Verfahren zur Steuerung der Einspritzung eines Motors mit gesteuerter Zündung und einer Mehrpunkteinspritzung mit vier Zylindern und einer Viertakt-Arbeitsweise, der einen Injektor pro Zylinder aufweist, wobei das Verfahren Stufen umfaßt, die darauf beruhen, die Injektoren paarweise zu gruppieren, die Öffnung der Injektoren eines jeden Paares ein einziges Mal pro Motorzyklus zu steuern und derart, daß die Sequenz der Steuerung der zwei Paare gegenüber der Motorphase unempfindlich ist,
    dadurch gekennzeichnet,
    daß es darüber hinaus die Stufen enthält zur Indexierung jedes Injektors mit demselben Index wie der Zylinder des Motors, den er versorgt, zur paarweisen Zusammenstellung der Injektoren 1 und 4 einerseits und der Injektoren 2 und 3 andererseits, zur Auslösung der Einspritzung in jedem der beiden Paare der Injektoren 1-4 und 2-3 im Verlauf einer bzw. zweier aufeinander folgender Motorhalbdrehungen und zum Folgenlassen auf diese beiden Steuerbefehle zwei aufeinander folgender Motorhalbdrehungen ohne Steuerung der Injektoren bis zum Wiederaufnehmen der Sequenz soweit der Motor in synchroner Arbeitsweise gesteuert wird.
  2. Verfahren zur Einspritzsteuerung nach Anspruch 1,
    dadurch gekennzeichnet,
    daß es darüber hinaus die Stufe umfaßt, zur Bestimmung der Steuerungssequenz der beiden Injektorpaare (1-4 dann 2-3 oder 2-3 dann 1-4) als Funktion des Motorzustandes in bezug auf seinen Zyklus im Moment des Eintritts in die synchrone Funktionsphase des Motors, z.B. einem Anlassen des Motors folgend oder bei der Gelegenheit der Wiederaufnahme der Einspritzung nach deren Abschaltung.
  3. Verfahren zur Einspritzsteuerung nach Anspruch 2,
    dadurch gekennzeichnet,
    daß es darin besteht, die Steuersequenzen des Injektorpaares 1-4, dann des Paares 2-3 oder der Steuersequenz des Injektorpaares 2-3 dann des Paares 1-4 zu wählen je nach dem, ob das erste Signal von "PMH" oder von "PMB", welches durch einen Rotationssensor des Motors nach dem Eintritt des Motors in eine synchrone Arbeitsweise abgegeben wird, ein Signal von "PMH" oder von "PMB" für das Paar 1-4 ist (PMH = obere Totpunktlage; PMB = untere Totpunktlage).
  4. Verfahren zur Einspritzsteuerung nach einem der Ansprüche 2 bis 3,
    dadurch gekennzeichnet,
    daß es darüber hinaus darin besteht, eine Verzögerung zwischen der Sequenzbestimmung der Steuerung der Injektorpaare 1-4 und 2-3 und der wirklichen Entwicklung der Einspritzung als Funktion der vorangegangenen Ereignisse einzuführen, wie dem Anlassen des Motors oder eine Einspritzabschaltung z.B. durch eine Verlangsamung.
  5. Verfahren zur Einspritzsteuerung nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet,
    daß es daraus besteht, eine Einspritzung während der Ansaugphase zu einem der beiden Zylinder entsprechend eines jeden Paares der Injektoren 1-4 und 2-3 und während der Entspannungsphase des anderen Zylinders auszulösen.
  6. Verfahren zur Einspritzsteuerung nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet,
    daß es daraus besteht, eine Einspritzung während der Auslaßphase einer der beiden Zylinder entsprechend jeden Paares von Injektoren 1-4 und 3-2 und während der Verdichtungsphase des anderen Zylinders auszulösen.
  7. Verfahren zur Einspritzsteuerung nach einem der Ansprüche 5 und 6,
    dadurch gekennzeichnet,
    daß es darüber hinaus daraus besteht, ein Verfahren nach einem der Ansprüche 5 und 6 durchzuführen, durchgeführt nach dem Verfahren gemäß der anderen Ansprüche als Funktion von wenigstens einem Parameter der Funktion und des thermischen Zustandes des Motors oder eines zugehörigen Anlageteiles.
EP19940400256 1993-02-10 1994-02-07 Einspritzsteuerungs-Verfahren für Mehrpunkteinspritzung, Einspritzmotoren mit gesteuerter Zündung Expired - Lifetime EP0614005B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9301464 1993-02-10
FR9301464A FR2701515B1 (fr) 1993-02-10 1993-02-10 Procédé de commande d'injection pour moteur à injection multipoints à allumage commandé.

Publications (3)

Publication Number Publication Date
EP0614005A2 EP0614005A2 (de) 1994-09-07
EP0614005A3 EP0614005A3 (de) 1994-12-07
EP0614005B1 true EP0614005B1 (de) 1996-12-18

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EP19940400256 Expired - Lifetime EP0614005B1 (de) 1993-02-10 1994-02-07 Einspritzsteuerungs-Verfahren für Mehrpunkteinspritzung, Einspritzmotoren mit gesteuerter Zündung

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EP (1) EP0614005B1 (de)
DE (1) DE69401147T2 (de)
ES (1) ES2095134T3 (de)
FR (1) FR2701515B1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7047934B1 (en) 2005-08-05 2006-05-23 Yamaha Hatsudoki Kabushiki Kaisha Fuel injection type internal combustion engine and vehicle provided with the same

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2135560A1 (de) * 1971-07-16 1973-02-01 Bosch Gmbh Robert Elektrisch gesteuerte einspritzanlage mit umschaltbaren ventilgruppen
JPS5999044A (ja) * 1982-11-26 1984-06-07 Toyota Motor Corp 燃料噴射時期制御装置
US4932380A (en) * 1987-10-28 1990-06-12 Honda Giken Kogyo Kabushiki Kaisha Fuel injection controller for an internal-combustion engine
EP0371158B1 (de) * 1988-11-28 1991-09-11 Siemens Aktiengesellschaft Verfahren zum Einspritzen von Kraftstoff in eine Brennkraftmaschine

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Publication number Publication date
ES2095134T3 (es) 1997-02-01
FR2701515A1 (fr) 1994-08-19
FR2701515B1 (fr) 1995-04-21
DE69401147T2 (de) 1997-07-10
DE69401147D1 (de) 1997-01-30
EP0614005A2 (de) 1994-09-07
EP0614005A3 (de) 1994-12-07

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