EP0614005B1 - Injection control method for multipoint injected controlled ignition engine - Google Patents

Injection control method for multipoint injected controlled ignition engine 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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Prior art keywords
engine
injectors
injection
pair
cylinder
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EP19940400256
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German (de)
French (fr)
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EP0614005A2 (en
EP0614005A3 (en
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Henri Mazet
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Marelli France SAS
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Magneti Marelli France SAS
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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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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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Description

L'invention concerne un procédé de commande d'injection, pour un moteur à combustion interne à allumage commandé, équipé d'une installation d'alimentation en combustible par injection indirecte du type dit "multi-points", c'est-à-dire comprenant un injecteur par cylindre du moteur, et en particulier pour un moteur à quatre cylindres fonctionnant selon un cycle dit "à quatre temps".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.

Pour commander l'injection dans de tels moteurs, il est connu d'utiliser un procédé et un système "séquentiels", mettant en oeuvre non seulement un injecteur par cylindre mais également un étage de puissance par cylindre, qui détermine, de manière connue à partir de la mesure de différents paramètres de fonctionnement du moteur, la durée d'injection, permettant de calculer la quantité de combustible à injecter, ainsi que l'instant d'injection, ou phase d'injection par rapport au cycle moteur.To control injection into such engines, it is known to use a "sequential" method and system, using not only one injector per cylinder but also a power stage per cylinder, which determines, in a known manner to from the measurement of different operating parameters of the engine, the injection duration, making it possible to calculate the quantity of fuel to be injected, as well as the injection instant, or injection phase relative to the engine cycle.

Le système comporte des moyens de détection du Point Mort Haut (PMH) ainsi que de la position angulaire du moteur au cours de chaque tour moteur. Ces moyens comprennent, de manière usuelle, une roue dentée solidaire en rotation du vilebrequin ou du volant d'inertie du moteur, et portant une cible comportant une singularité, par exemple définie par l'espace correspondant à deux dents consécutives manquantes, et un capteur solidaire du moteur et sensible au défilement des dents et de la cible pour délivrer des signaux témoignant du passage par le PMH des pistons de deux cylindres indexés, qui sont en général les cylindres 1 et 4 sur un moteur à quatre cylindres en ligne dont le cylindre d'index 1 est en général le plus proche du volant moteur, lorsque la cible passe en regard du capteur, et de la rotation du moteur d'un angle par exemple de 6° lorsque deux dents successives de la roue passent en regard du capteur.The system includes means for detecting the Top Dead Center (TDC) as well as the angular position of the engine during each engine revolution. 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. integral with the engine and sensitive to the movement of the teeth and the target to deliver signals testifying to the passage by TDC of the pistons of two indexed cylinders, which are generally cylinders 1 and 4 on an in-line four-cylinder engine including the cylinder of index 1 is generally the closest to the flywheel, when the target passes opposite the sensor, and to the rotation of the motor by an angle for example of 6 ° when two successive teeth of the wheel pass opposite the sensor .

Comme le vilebrequin effectue deux tours de rotation pour un cycle moteur complet, ces moyens de détection de la rotation du vilebrequin ne permettent pas de discriminer si, pour un cylindre donné, le passage par le PMH est celui qui commence un temps d'admission ou un temps de détente. C'est pourquoi les systèmes séquentiels comprennent également des moyens de détection de la phase moteur, comportant un capteur et une roue dentée avec cible analogues à ceux précités, mais dont la roue dentée est solidaire en rotation de l'arbre à cames, qui effectue un tour de rotation par cycle moteur.As the crankshaft makes two turns for a complete engine cycle, these means for detecting the rotation of the crankshaft do not make it possible to discriminate whether, for a given cylinder, the passage through the TDC is that which begins an intake time or an expansion time. This is why 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.

Les systèmes d'injection séquentiels, qui ont un potentiel de performances important, car ils permettent d'individualiser cylindre par cylindre la quantité de combustible injectée ainsi que la phase d'injection par rapport au cycle moteur, ont pour inconvénient d'être coûteux, car ils nécessitent quatre étages de puissance, un capteur de rotation du vilebrequin ainsi qu'un capteur de phase moteur.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.

Pour commander l'injection dans de tels moteurs, il est également connu d'utiliser un procédé et un système dits "Full group", qui n'offrent pas le potentiel de performances important des systèmes séquentiels, mais permettent un gain substantiel de coût du système. En effet, les systèmes d'injection "Full group" ne comportent qu'un seul étage de puissance électrique et ne comprennent pas de capteur de phase moteur. L'injection est commandée simultanément sur les quatre injecteurs, qui sont montés en parallèle sur une même sortie de l'unique étage de puissance.To control injection into such engines, it is also known to use a so-called "full group" method and system, which do not offer the significant performance potential of sequential systems, but allow a substantial cost saving of the system. In fact, 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.

Un inconvénient attaché à une seule injection simultanée par cycle moteur est qu'un cylindre est alimenté en phase de compression, en fonction de la valeur de paramètres de fonctionnement du moteur dont l'acquisition a été faite à la fin du demi-tour moteur précédent, pour une phase d'admission de ce cylindre qui n'interviendra qu'au quatrième demi-tour postérieur, alors que les besoins d'admission en combustible, en temps réel, recalculés et réactualisés à chaque demi-tour, auront pu fortement évoluer, lors de phases transitoires de fonctionnement du moteur.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.

Pour obtenir un fonctionnement relativement régulier avec un bon suivi de débit en transitoire, les systèmes "Full group" sont généralement pilotés de sorte que leurs injecteurs soient commandés à chaque tour du moteur, c'est-à-dire deux fois par cycle moteur, donc à une fréquence double de celle des systèmes séquentiels. Au cours du premier tour, on injecte la moitié de la quantité calculée, et au cours du second tour du cycle moteur, on injecte l'autre moitié, éventuellement réactualisée en fonction de la valeur, entre temps acquise, des paramètres considérés de fonctionnement du moteur.To obtain relatively regular operation with good transient flow monitoring, "Full 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. During the 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.

Cette mesure n'est cependant pas satisfaisante : la dernière acquisition disponible des paramètres servant au calcul de l'instant et de la durée d'injection n'est pas prise en compte. Même si l'on procède à une extrapolation à partir des valeurs calculées pour les deux dernières mesures acquises des paramètres considérés, on ne peut obtenir une commande adaptée aux phases transitoires rapides de fonctionnement du moteur. De plus et surtout, ce mode de commande à fréquence double des systèmes "Full group" est critique vis-à-vis de la réponse dynamique en débit des injecteurs.However, this measurement is not satisfactory: the last available acquisition of the parameters used to calculate the injection time and duration is not taken into account. Even if one carries out an extrapolation from the values calculated for the last two measurements acquired of the parameters considered, one cannot obtain a command adapted to the rapid transient phases of engine operation. Furthermore and above all, this mode of dual frequency control of "Full group" systems is critical with respect to the dynamic response in flow rate of the injectors.

En effet, les injecteurs électromécaniques ont une dynamique de débit qui est limitée par le rapport entre le débit libre ou maximum, correspondant à une injection continue pendant toute la durée du cycle moteur, c'est-à-dire à un injecteur ouvert en permanence (lequel débit maximum est pris en compte pour dimensionner l'injecteur), et le débit minimum (correspondant à une réduction du temps d'ouverture, par exemple au ralenti du moteur), le débit correspondant au produit de la fréquence de commande par la quantité minimum injectable, laquelle est déterminée par le temps de commande en-dessous duquel la caractéristique de la loi de débit n'est plus linéaire (ordre de grandeur de 1 ms, pour tenir compte de l'établissement du courant dans la bobine du solénoïde et de l'inertie des pièces mobiles de l'injecteur).In fact, 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).

Les systèmes "Full group", bien plus économiques que les systèmes séquentiels, ont donc l'inconvénient de présenter une dynamique de débit bien moins bonne que celle des systèmes séquentiels."Full group" systems, which are much more economical than sequential systems, therefore have the disadvantage of having a flow dynamics which is much less good than that of sequential systems.

Afin de retrouver une dynamique de débit égale à celle des systèmes séquentiels, ou s'en rapprochant, pour un coût système intermédiaire entre ceux des systèmes séquentiels et des systèmes "Full group", il a déjà été proposé un procédé de commande d'injection dit "semi-séquentiel", consistant à grouper les injecteurs par paires, chaque paire d'injecteurs n'étant commandée qu'une seule fois par cycle moteur, c'est-à-dire tous les deux tours moteur, et de sorte que le séquencement des paires commandées ne tient pas compte du cycle moteur, c'est-à-dire ne nécessite pas d'informations d'un capteur de phase moteur, dont on peut faire l'économie.In order to find a flow dynamics equal to or close to that of sequential systems, for an intermediate system cost between those of sequential systems and "Full group" systems, an injection control method has already been proposed. called "semi-sequential", consisting of grouping the injectors in pairs, each pair of injectors being controlled only once per engine cycle, that is to say every two engine revolutions, and so that the sequencing of the commanded pairs does not take account of the motor cycle, that is to say does not require information from a motor phase sensor, which can be saved.

Pour mettre en oeuvre un tel procédé, un système semi-séquentiel comprend un détecteur de la position angulaire du vilebrequin sur chaque tour du moteur, permettant notamment de détecter les Points Morts Hauts et Points Morts Bas (PMB) du moteur, quatre injecteurs groupés en deux paires d'injecteurs, et deux étages de puissance électrique, dont chacun commande une paire respective d'injecteurs une fois par cycle moteur, c'est-à-dire une fois tous les deux tours moteur.To implement such a method, 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.

En indexant chaque injecteur de la même façon que le cylindre du moteur qu'il alimente, il a été proposé d'apparier soit les injecteurs 1 et 2 dans une paire et les injecteurs 3 et 4 dans l'autre paire, soit les injecteurs 1 et 3 dans une paire et les injecteurs 2 et 4 dans l'autre paire, soit enfin les injecteurs 1 et 4 dans une paire et les injecteurs 2 et 3 dans l'autre paire. De même, il a été proposé de réaliser le séquencement de la commande des deux paires d'injecteurs de plusieurs façons, sous réserve que la période de commande soit de deux tours moteur.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.

Mais, dans tous les cas, on a proposé de commander les deux paires d'injecteurs de manière symétrique ou régulière sur la période de deux tours moteur, c'est-à-dire de commander deux injections équi-réparties sur la période, et pour chacune desquelles les deux injecteurs de la paire respective correspondante sont simultanément commandés. Chacune des deux injections est commandée pendant l'un de deux demi-tours séparés d'un demi-tour sans injection.However, in all cases, it has been proposed to control the two pairs of injectors symmetrically or regularly over the period of two engine revolutions, that is to say to order two injections equi-distributed over the period, and for each of which the two injectors of the respective respective pair are simultaneously controlled. Each of the two injections is controlled during one of two half-turns separated by a half-turn without injection.

Sur la figure 1, on a représenté un diagramme schématisant, pour chacun des quatre cylindres cyl 1 à cyl 4 du moteur, représentés en lignes superposées, la succession au cours de neuf demi-tours successifs (en colonnes adjacentes) des quatre phases successives d'admission, de compression, de détente et d'échappement qui constituent un cycle moteur, les phases d'admission étant repérées par des pointillés 1, pour un moteur dont les quatre injecteurs sont appariés selon le troisième choix présenté ci-dessus (injecteurs 1 et 4 en une paire ; injecteurs 2 et 3 dans l'autre paire) avec répartition régulière des commandes d'injection, repérées par des rectangles pleins allongés 2, et en supposant que le premier demi-tour corresponde à une phase d'admission pour le cylindre 1. Si on appelle retard ou temps de réponse le délai, représenté par un trait plein continu 3, entre l'instant A de la dernière acquisition des valeurs des paramètres ayant servi au calcul de la quantité A injectée et l'admission effective pour le cylindre considéré, on constate que ce retard est faible pour le cylindre 1, supérieur à un demi-tour pour le cylindre 2, supérieur à trois demi-tours pour le cylindre 3 et supérieur à deux demi-tours pour le cylindre 4. Soit une somme de retards supérieure à six demi-tours pour les quatre cylindres, donc un retard moyen de 1,5 demi-tour.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. If 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.

Si l'admission au premier demi-tour est au cylindre 4 et non au cylindre 1, on trouve des retards supérieurs à deux demi-tours pour le cylindre 1, à trois demi-tours pour le cylindre 2, à un demi-tour pour le cylindre 3 et faible pour le cylindre 4, soit un même total et une même moyenne.If admission to the first U-turn is to the cylinder 4 and not to cylinder 1, there are delays greater than two half-turns for cylinder 1, three half-turns for cylinder 2, one half-turn for cylinder 3 and small for cylinder 4, i.e. same total and same average.

Il en est de même si l'on change le séquencement des paires commandées, c'est-à-dire si, au premier demi-tour, on commande l'injection dans les cylindres 2 et 3, et au troisième demi-tour dans les cylindres 1 et 4, que l'admission au premier demi-tour soit au cylindre 1 ou au cylindre 4.It is the same if we change the sequencing of the ordered pairs, that is to say if, at the first half-turn, we command the injection in cylinders 2 and 3, and at the third half-turn in cylinders 1 and 4, whether admission to the first half-turn is to cylinder 1 or cylinder 4.

L'insensibilité de cet appariement des injecteurs au phasage moteur est bien obtenue en terme de somme et de moyenne des retards, et on constate que les deux autres configurations d'appariements possibles sont moins performantes en terme de sensibilité au phasage du moteur ou de temps de retard.The insensitivity of this pairing of injectors to engine phasing is well obtained in terms of sum and average of delays, and it can be seen that the two other possible pairing configurations are less efficient in terms of sensitivity to engine phasing or time. delay.

La recherche d'une bonne régularité de fonctionnement du moteur conduit donc naturellement à privilégier l'appariement des injecteurs 1-4 et 2-3. Mais le retard reste trop important pour deux cylindres sur quatre. De plus, l'une des injections intervient en phase d'admission, ce qui est considéré comme défavorable à une bonne préparation du mélange dans le cylindre correspondant.The search for good regularity of engine operation therefore naturally leads to favoring the pairing of injectors 1-4 and 2-3. But the delay remains too great for two cylinders out of four. In addition, one of the injections occurs during the intake phase, which is considered to be unfavorable for good preparation of the mixture in the corresponding cylinder.

Suivant la sensibilité du moteur à la préparation du mélange, ou suivant les exigences de précision du suivi de richesse en transitoire, le problème à la base de l'invention est de privilégier respectivement la bonne préparation du mélange ou la réduction du temps de réponse ou retard.Depending on the sensitivity of the engine to the preparation of the mixture, or according to the precision requirements of the monitoring of transient richness, the problem underlying the invention is to favor respectively the good preparation of the mixture or the reduction of the response time or delay.

Un but de l'invention est soit de réduire tout à la fois la valeur maximum du retard et sa valeur moyenne dans un tel système de commande semi-séquentielle, ce qui permet la suppression des injections exceptionnelles, qui peuvent être ajoutées pour compenser une insuffisance d'alimentation en cas de créneaux d'accélération importants, par exemple, soit de favoriser la préparation du mélange.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.

Un autre but de l'invention est de choisir un appariement des injecteurs ainsi qu'un séquencement dans la commande des paires d'injecteurs qui garantissent un fonctionnement du système insensible à l'incertitude relative à la phase moteur.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.

A cet effet, l'invention propose un procédé de commande d'injection d'un moteur à combustion interne, à allumage commandé et injection multipoints, à quatre cylindres et fonctionnant selon un cycle à quatre temps, qui comprend un injecteur par cylindre, le procédé comprenant les étapes consistant à grouper les injecteurs par paires, à commander l'ouverture des injecteurs de chaque paire une seule fois par cycle moteur, et de sorte que le séquencement de la commande des deux paires d'injecteur soit insensible au phasage du moteur, et qui se caractérise en ce qu'il comprend de plus les étapes consistant, à indexer chaque injecteur avec le même indice que le cylindre dudit moteur qu'il alimente, à apparier les injecteurs 1 et 4 d'une part et les injecteurs 2 et 3 d'autre part, à initier l'injection de chacune des deux paires d'injecteurs 1-4 et 2-3 au cours de l'un respectivement de deux demi-tours moteur successifs, et à faire suivre ces deux commandes de deux demi-tours moteur successifs sans commande d'injecteurs, puis à reprendre la séquence, tant que le moteur est commandé en fonctionnement synchrone.To this end, 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.

On constate que le choix de l'appariement des injecteurs ainsi que le choix d'initier l'injection des deux paires d'injecteurs chacune au cours de l'un respectivement de deux demi-tours moteur successifs, ont pour avantages de rendre le fonctionnement insensible à l'incertitude de la phase moteur, et soit de minimiser le retard entre l'acquisition des paramètres qui servent au calcul du temps d'injection et l'admission effective du combustible dans les cylindres du moteur, ce qui procure un meilleur comportement de ce dernier en suivi de richesse, soit de favoriser la préparation du mélange en évitant l'injection soupape d'admission ouverte - il est connu que le fait de faire séjourner le carburant dans une préchambre d'admission, c'est-à-dire en injectant ce carburant avant l'ouverture de la soupape d'admission, est favorable à la préparation du mélange -, selon que les débuts d'injection se font respectivement en phases d'admission et de détente ou en phases de compression et d'échappement.It is noted that 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.

Ces avantages sont obtenus aussi bien avec un séquencement de commande consistant à commander d'abord la paire d'injecteurs 1-4, puis la paire 2-3, qu'avec le séquencement de commande consistant d'abord à commander la paire d'injecteurs 2-3, puis la paire 1-4.These advantages are obtained both with a control sequence consisting in first controlling the pair of injectors 1-4, then the pair 2-3, as with a control sequence consisting in first controlling the pair of injectors 2-3, then the pair 1-4.

Avantageusement de plus, le procédé de commande d'injection selon l'invention comprend l'étape consistant à déterminer le séquencement de la commande des deux paires d'injecteurs (paire 1-4 puis paire 2-3, suivie de deux demi-tours moteur sans commande, puis à nouveau de la commande de la paire 1-4 puis de la paire 2-3, ou commande de la paire 2-3 puis de la paire 1-4, suivie de deux demi-tours moteur sans commande, puis à nouveau de la commande de la paire 2-3 suivie de la paire 1-4) en fonction de la situation du moteur par rapport à son cycle, au moment de l'entrée en phase de fonctionnement synchrone du moteur, par exemple à la suite d'un démarrage du moteur ou à l'occasion d'une reprise d'injection après une coupure de cette dernière.Advantageously, 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.

Selon un mode avantageux de réalisation, le procédé de commande selon l'invention consiste à choisir le séquencement de commande de la paire d'injecteurs 1-4 puis de la paire 2-3, ou le séquencement de commande de la paire d'injecteurs 2-3 puis de la paire 1-4, selon que le premier signal de Point Mort Haut (PMH) ou de Point Mort Bas (PMB) donné par un capteur de rotation du moteur après l'entrée du moteur en phase de fonctionnement synchrone est un signal de PMH ou de PMB pour la paire 1-4.According to an advantageous embodiment, the control method according to the invention 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.

Le procédé peut consister, de plus, à introduire une temporisation entre la détermination du séquencement de la commande des paires d'injecteurs, par exemple en fonction du premier signal de PMH ou de PMB, et le déroulement effectif de l'injection en fonction d'évènements antérieurs, tels que le démarrage du moteur ou une coupure d'injection, par exemple en décélération.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.

En outre, le procédé peut consister à initier l'injection pendant la phase d'admission de l'un des deux cylindres de chaque paire (correspondant à chaque paire d'injecteur) et pendant la phase de détente de l'autre cylindre, si on recherche de faibles retards, ou, en variante, pendant la phase d'échappement de l'un des deux cylindres de chaque paire et pendant la phase de compression de l'autre cylindre, si on recherche une bonne préparation du mélange. Il peut enfin consister à passer de la mise en oeuvre de l'une à l'autre des deux variantes du procédé en fonction d'au moins un paramètre de fonctionnement ou d'état thermique du moteur ou d'un équipement associé.In addition, 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. Finally, 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.

D'autres avantages de l'invention découleront de la description donnée ci-dessous, à titre non limitatif, d'exemples de réalisation décrits en référence aux dessins annexés sur lesquels :

  • la figure 1, déjà présentée et décrite ci-dessus, correspond à un diagramme schématisant les différentes phases du cycle moteur pour chacun des quatre cylindres, avec indication des phases d'admission, des commandes d'injection et des temps de réponse pour un système dit semi-séquentiel à couplage des injecteurs ou des cylindres 1-4 et 2-3, et à commande d'injection régulière, symétrique ou équi-répartie sur une phase moteur,
  • la figure 2 est un diagramme analogue à celui de la figure 1 pour un système semi-séquentiel également à couplage des cylindres ou injecteurs d'indice 1-4 dans la première paire et d'indice 2-3 dans la seconde paire, mais à commande d'injecteur asymétrique, privilégiant la réduction des retards,
  • la figure 3 représente deux séquencements possibles de commande des paires d'injecteurs, qui sont choisis en fonction du premier signal de PMH ou de PMB détecté pour la paire 1-4 lors de l'entrée du moteur en phase de fonctionnement synchrone, soit après démarrage, soit à l'occasion d'une reprise d'injection, suite à une coupure de celle-ci,
  • la figure 4 est un diagramme analogue à celui de la figure 2 pour un système semi-séquentiel avec le même couplage des injecteurs, mais à commande asymétrique privilégiant la qualité de la préparation du mélange, et
  • la figure 5 correspond à la figure 3 pour la commande asymétrique de la figure 4.
Other advantages of the invention will emerge from the description given below, without implied limitation, of exemplary embodiments described with reference to the appended drawings in which:
  • Figure 1, already presented and described above, corresponds to a diagram schematizing the different phases of the engine cycle for each of the four cylinders, with indication of the intake phases, injection commands and response times for a system said to be semi-sequential with coupling of injectors or cylinders 1-4 and 2-3, and with regular, symmetrical or equi-distributed injection control over a motor phase,
  • FIG. 2 is a diagram similar to that of FIG. 1 for a semi-sequential system also with coupling of the cylinders or injectors of index 1-4 in the first pair and of index 2-3 in the second pair, but with asymmetric injector control, favoring the reduction of delays,
  • FIG. 3 represents two possible sequences for controlling the pairs of injectors, which are chosen as a function of the first TDC or PMB signal detected for pair 1-4 when the engine enters the synchronous operating phase, either after starting, or on the occasion of a resumption of injection, following a cut-off thereof,
  • FIG. 4 is a diagram similar to that of FIG. 2 for a semi-sequential system with the same coupling of the injectors, but with asymmetric control favoring the quality of the preparation of the mixture, and
  • FIG. 5 corresponds to FIG. 3 for the asymmetrical control of FIG. 4.

On rappelle que la conséquence d'un fonctionnement semi-séquentiel à commande d'injecteurs symétrique, tel que décrit ci-dessus en référence à la figure 1, conduit à des retards maximum supérieurs à trois demi-tours moteur, à une somme des retards supérieure à six demi-tours moteur, et donc à une moyenne des retards de l'ordre de 1,5 demi-tour moteur par cylindre, les autres variantes possibles de fonctionnement semi-séquentiel à commande d'injecteurs symétriques présentant des inconvénients en terme de retard et en terme de sensibilité à l'incertitude du phasage du moteur. De plus, l'injection se produit en phase d'admission dans un cylindre.It is recalled that the consequence of a semi-sequential operation with symmetrical injector control, as described above with reference to FIG. 1, leads to maximum delays greater than three engine U-turns, to a sum of the delays greater than six engine U-turns, and therefore an average of delays of the order of 1.5 engine U-turns per cylinder, the other possible variants of semi-sequential operation using symmetrical injectors having drawbacks in terms delay and in terms of sensitivity to the uncertainty of the engine phasing. In addition, the injection takes place during the intake phase into a cylinder.

Sur la figure 2, où l'on a également représenté les phases d'admission par la référence 1, les commandes d'injecteurs par la référence 2 et les retards par la référence 3, dans les mêmes conditions que sur la figure 1, on constate que l'injection par la paire d'injecteurs 1-4 est initiée et se déroule lors du premier demi-tour, pour lequel le cylindre 1 est en phase d'admission, et que l'injection par la paire d'injecteurs 2-3 est initiée et se déroule au cours du demi-tour moteur immédiatement suivant, c'est-à-dire le second demi-tour moteur, pour lequel le cylindre 3 est en phase d'admission. Aucune commande d'injecteurs n'intervient au cours des deux demi-tours moteur suivants, pour lesquels le cylindre 4 puis le cylindre 2 sont successivement en phase d'admission. Au premier demi-tour du cycle moteur suivant (le cinquième demi-tour sur la figure 2), on commande à nouveau les injecteurs de la paire 1-4, puis, au demi-tour moteur immédiatement suivant, on commande à nouveau la paire d'injecteurs 2 et 3, à la suite de quoi deux demi-tours moteur se succèdent sans commande d'injecteurs. On obtient ainsi le séquencement représenté sur la première ligne de la figure 3, qui est conservé tant que le moteur est commandé en fonctionnement synchrone. Ce séquencement fait suite à la détection, au début du premier demi-tour, d'un PMH pour le cylindre 1 en admission, mais, en variante, pourrait être celui du cylindre 4 en admission. Le cycle moteur commencerait alors à partir du troisième demi-tour moteur de la figure 2.In FIG. 2, where the intake phases have also been represented by the reference 1, the injector controls by the reference 2 and the delays by the reference 3, under the same conditions as in FIG. 1, notes that the injection by the pair of injectors 1-4 is initiated and takes place during the first half-turn, for which the cylinder 1 is in the intake phase, and that the injection by the pair of injectors 2 -3 is initiated and takes place during the immediately following engine U-turn, that is to say the second engine U-turn, for which the cylinder 3 is in the intake phase. No injector control takes place during the next two engine U-turns, for which cylinder 4 and then cylinder 2 are successively in the intake phase. At first half-turn of the following engine cycle (the fifth half-turn in FIG. 2), the injectors of pair 1-4 are again ordered, then, at the immediately next engine U-turn, the pair d is again ordered injectors 2 and 3, after which two engine U-turns follow one another without injector control. This gives the sequencing shown on the first line of Figure 3, which is kept as long as the motor is controlled in synchronous operation. This sequencing follows the detection, at the start of the first half-turn, of a TDC for cylinder 1 in intake, but, as a variant, could be that of cylinder 4 in intake. The engine cycle would then start from the third engine U-turn in Figure 2.

Sur cette figure 2, les dernières acquisitions A des valeurs mesurées des paramètres de fonctionnement du moteur ayant servi au calcul de la quantité de combustible à injecter, et qui précèdent les commandes d'injecteurs, sont celles obtenues respectivement au début de chacun des deux premiers demi-tours moteur. On constate ainsi que pour les cylindres 1 et 3, le retard est faible, alors qu'il est lègèrement supérieur à deux demi-tours moteur pour les cylindres 2 et 4. La valeur maximum des retards est ainsi diminuée, par rapport à une commande selon la figure 1, la somme des retards n'étant plus que de l'ordre de quatre demi-tours moteur, ce qui correspond à une moyenne d'environ un demi-tour moteur par cylindre.In this FIG. 2, 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.

On réduit bien ainsi le retard maximum, la somme des retards et leur moyenne. Ces résultats avantageux sont également obtenus si on adopte le séquencement de commande des paires d'injecteurs représenté sur la deuxième ligne de la figure 3, à savoir une première commande de la paire d'injecteurs 2-3, suivie d'une commande, au demi-tour moteur immédiatement suivant, de la paire d'injecteurs 1-4, puis de deux demi-tours moteur sans commande, puis à nouveau de la commande de la paire d'injecteurs 2-3 suivie de la commande de la paire 1-4, etc ..., tant que le moteur reste commandé en fonctionnement synchrone.This minimizes the maximum delay, the sum of the delays and their average. These advantageous results are also obtained if one adopts the ordering sequence of the pairs of injectors shown in the second line of FIG. 3, namely a first command of the pair of injectors 2-3, followed by a command, at immediately following engine U-turn, from the pair of injectors 1-4, then from two engine U-turns without control, then again from the control of the injector pair 2-3 followed by the control of pair 1-4, etc ..., as long as the motor remains controlled in synchronous operation.

Un tel séquencement peut commencer par la commande de la paire 2-3, après passage par un PMB pour la paire 1-4, par exemple lors du second demi-tour de la figure 2, pour lequel le cylindre 3 est en phase d'admission, ou lors du quatrième demi-tour moteur de la figure 2, pour lequel le cylindre 2 est en phase d'admission.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.

La figure 3 et la figure 2 permettent de comprendre que, lorsque le moteur entre en phase de fonctionnement synchrone, soit après son démarrage, soit à l'occasion d'une reprise d'injection, faisant suite à une coupure d'injection en raison d'une décélération par exemple, le séquencement automatiquement adopté par l'unité centrale de commande du dispositif, comportant un microprocesseur convenablement programmé à cet effet, sera celui de la première ligne de la figure 3 si le premier signal de PMH ou de PMB détecté pour la paire 1-4 par le capteur de rotation du moteur est un signal de PMH, et sera le séquencement de la seconde ligne de la figure 3 si ce premier signal détecté est un signal de PMB.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.

Il est généralement admis que la commande de l'injection de combustible dans un cylindre en phase d'admission est défavorable à une bonne préparation du mélange combustible-air. De ce point de vue, le procédé de commande décrit ci-dessus peut être considéré comme désavantageux, dans la mesure où il va à l'encontre de cet enseignement, puisque la figure 2 montre que l'ouverture des injecteurs des cylindres 1 et 3 est commandée, c'est-à-dire que l'injection est initiée, alors que ces derniers sont en phase d'admission, tandis que l'injection est initiée pendant la phase de détente des cylindres 4 et 2.It is generally accepted that controlling the injection of fuel into a cylinder during the intake phase is unfavorable to good preparation of the fuel-air mixture. From this point of view, the control method described above can be considered disadvantageous, insofar as it goes against this teaching, since 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.

Si on veut privilégier non plus l'obtention de faibles retards, comme cela est obtenu par la mise en oeuvre de la première variante du procédé décrite ci-dessus en référence aux figures 2 et 3, mais la bonne préparation du mélange air-combustible admis dans les cylindres, on met en oeuvre la seconde variante du procédé à présent décrite en référence aux figures 4 et 5.If we want to give priority to obtaining low delays, as is obtained by the implementation of the first variant of the method described above with reference to Figures 2 and 3, but the proper preparation of air-fuel mixture admitted into the cylinders, the second variant of the process now described with reference to FIGS. 4 and 5 is implemented.

En continuant de représenter les phases d'admission par la référence 1 et les commandes d'injecteurs par la référence 2, on constate que l'injection par la paire d'injecteurs 1-4 est initiée lors du second demi-tour, pour lequel le cylindre 1 est en phase de compression et le cylindre 4 en phase d'échappement, et, dans cet exemple, que l'injection se déroule au cours de ce second demi-tour. L'injection par la paire d'injecteurs 2-3 est initiée lors du demi-tour moteur immédiatement suivant, c'est-à-dire le troisième demi-tour moteur, pour lequel le cylindre 2 est en phase d'échappement et le cylindre 3 en phase de compression, l'injection se déroulant également au cours de ce troisième demi-tour moteur. Aucune commande d'injecteur n'intervient au cours des deux demi-tours moteur suivants, pour lesquels le cylindre 2 puis le cylindre 1 sont successivement en phase d'admission. Au second demi-tour du cycle moteur suivant (le sixième demi-tour sur la figure 4), on commande à nouveau les injecteurs de la paire 1-4, puis, au demi-tour moteur immédiatement suivant, on commande à nouveau la paire d'injecteurs 2-3, à la suite de quoi deux demi-tours moteur se succèdent sans commande d'injecteur. On obtient ainsi le séquencement représenté sur la première ligne de la figure 5, qui est conservé tant que le moteur est commandé en fonctionnement synchrone. Ce séquencement fait suite à la détection, au début du second demi-tour, d'un PMB pour les cylindres 1 et 4, mais, en variante, le PMB détecté pour ces cylindres 1 et 4 pourrait être au début du quatrième demi-tour moteur de la figure 4. Le séquencement des commandes d'injecteurs commencerait alors par la commande des injections au niveau des injecteurs 1 et 4 au cours de ce quatrième demi-tour moteur, suivi, au cinquième demi-tour moteur, de la commande des injections par les injecteurs 2 et 3, avec, ensuite, deux demi-tours moteur consécutifs sans commande d'injecteur, puis reprise du séquencement.By continuing to represent the intake phases by reference 1 and the injector commands by reference 2, we see that 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. At the second half-turn of the following engine cycle (the sixth half-turn in FIG. 4), 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 gives the sequencing shown on the first line of Figure 5, which is kept as long as the motor is controlled in synchronous operation. 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.

On constate qu'aucune injection n'est commandée en phase d'admission du cyclindre correspondant, ce qui est très favorable à une bonne préparation du mélange admis dans ce cylindre.It can be seen that no injection is controlled during the intake phase of the corresponding cylinder, which is very favorable for good preparation of the mixture admitted into this cylinder.

Ce résultat avantageux est également obtenu si on adopte le séquencement de commande des paires d'injecteurs représenté sur la seconde ligne de la figure 5, à savoir une première commande de la paire d'injecteurs 2-3, suivie d'une commande, au demi-tour moteur immédiatement suivant, de la paire d'injecteurs 1-4, puis de deux demi-tours moteur sans commande, puis à nouveau de la commande de la paire d'injecteurs 2-3 suivie de la commande de la paire 1-4, etc.., tant que le moteur reste commandé en fonctionnement synchrone.This advantageous result is also obtained if one adopts the ordering sequence of the pairs of injectors represented on the second line of FIG. 5, namely a first command of the pair of injectors 2-3, followed by a command, at immediately following engine U-turn, from the pair of injectors 1-4, then from two engine U-turns without control, then again from the control of the injector pair 2-3 followed by the control of pair 1 -4, etc., as long as the motor remains controlled in synchronous operation.

Un tel séquencement peut commencer par la commande de la paire d'injecteurs 2-3, après passage des cylindres 1 et 4 par un PMH, par exemple lors du troisième demi-tour de la figure 4, pour lequel le cylindre 4 est en phase d'admission, [la paire d'injecteurs 1-4 étant commandée au cours du demi-tour moteur immédiatement suivant, c'est-à-dire le quatrième sur la figure 4], ou lors du cinquième demi-tour moteur de la figure 4 (correspondant au premier demi-tour), pour lequel le cylindre 1 est en phase d'admission, les injecteurs 1 et 4 étant alors commandés au cours du demi-tour moteur immédiatement suivant, soit le sixième (correspondant au second) sur la figure 4.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.

Les figures 4 et 5 permettent de comprendre que le séquencement automatiquement adopté par l'unité centrale de commande du dispositif sera celui de la première ligne de la figure 5, si le premier signal de PMH ou de PMB détecté par le capteur de rotation du moteur pour les cylindres 1 et 4 est un signal de PMB, et sera le séquencement de la seconde ligne de la figure 5, si ce premier signal détecté est un signal de PMH pour ces mêmes cylindres 1 et 4, lorsque le moteur entre en phase de fonctionnement synchrone.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.

Sur la figure 4, les retards 3 ainsi que les instants des dernières acquisitions A des valeurs mesurées des paramètres de fonctionnement du moteur ayant servi au calcul de la quantité de combustible à injecter, et qui précèdent les commandes d'injecteurs, n'ont pas été représentés, car le procédé correspondant, qui privilégie la bonne préparation du mélange et non la recherche de retards faibles, n'est pas, sur ce dernier point, sensiblement meilleur que les procédés de l'état de la technique (voir figure 1).In FIG. 4, the delays 3 as well as the instants of 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, have not have been represented, because the corresponding process, which favors the good preparation of the mixture and not the search for small delays, is not, on this last point, significantly better than the processes of the prior art (see FIG. 1) .

Dans la description qui précède des figures 2 et 4, on a mentionné que l'injection est initiée et se déroule au cours d'un seul demi-tour moteur particulier pour les deux injecteurs de chaque paire respectivement. Mais l'injection peut commencer juste avant le début de ce demi-tour moteur, et s'étendre éventuellement sur plusieurs demi-tours moteur successifs, voire sur tout le cycle moteur, en cas de besoin, par exemple si le régime du moteur est élevé et/ou les besoins du moteur en combustible sont élevés.In the foregoing description of FIGS. 2 and 4, it has been mentioned that the injection is initiated and takes place during a single particular engine half-turn for the two injectors of each pair respectively. However, 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.

Dans les configurations associant un moteur et son système d'injection dans lesquelles, compte-tenu des conditions de fonctionnement considérées, soit le moteur est particulièrement exigeant en matière de préparation du mélange air-combustible, soit le système d'apport de combustible n'est pas jugé assez performant en matière de préparation du mélange, on adopte le procédé des figures 4 et 5 (début d'injection en phase d'échappement pour l'un et de compression pour l'autre des deux injecteurs de chaque paire), qui favorise une bonne préparation du mélange. Dans les autres cas, on préfère adopter le procédé des figures 2 et 3 (début d'injection en phase d'admission pour l'un et de détente pour l'autre des deux injecteurs de chaque paire).In the configurations associating an engine and its injection system in which, taking into account the operating conditions considered, either the engine is particularly demanding in terms of preparation of the air-fuel mixture, or the fuel supply system does not is not considered to be sufficiently effective in terms of preparation of the mixture, 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. In the other cases, it is preferred to adopt the method of FIGS. 2 and 3 (start of injection in the intake phase for one and expansion for the other of the two injectors of each pair).

Le choix entre les deux variantes du procédé peut être fait de façon définitive, ou en fonction des conditions de fonctionnement du moteur, par l'unité électronique de contrôle et commande du moteur. Par exemple, lorsque le catalyseur recevant les gaz d'échappement du moteur est inefficace, du fait de sa basse température, ce qui est le cas pendant un certain temps après le démarrage du moteur, on peut d'abord mettre en oeuvre le procédé privilégiant la préparation du mélange (figures 4 et 5) puis basculer sur la mise en oeuvre du procédé favorisant les faibles retards, donc le suivi de richesse en transitoire (figures 2 et 3).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).

Le basculement d'une variante à l'autre peut être commandé par l'unité électronique de contrôle et commande du moteur en fonction de paramètres de fonctionnement du moteurs, tels que son régime et la pression à la tubulure d'admission d'air, et/ou en fonction de l'état thermique du moteur ou d'un équipement associé.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.

Pour éviter des à-coups de fonctionnement du moteur, pouvant par exemple découler d'une reprise d'injection trop précoce suite à une coupure en décélération, une temporisation, éventuellement réglable, peut être introduite entre la détermination du séquencement de commande à adopter à la suite de la détection d'un PMH ou d'un PMB, et la reprise effective d'injection.To avoid jolts in engine operation, which may for example result from too early a resumption of injection following a cut in deceleration, 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.

On comprend que le dispositif permettant de mettre en oeuvre le procédé ci-dessus décrit peut être rigoureusement identique à un dispositif semi-séquentiel à commande symétrique, mais que le microprocesseur de l'unité de commande sera programmé différemment pour assurer les commandes d'injecteur asymétriques selon les séquencements décrits ci-dessus. Bien entendu, le capteur de rotation du moteur est le même que dans les dispositifs connus, à savoir un capteur à roue dentée avec une singularité pour la détection du PMH, cette roue dentée étant solidaire en rotation du vilebrequin ou du volant moteur.It is understood that 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. Of course, 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.

Claims (7)

  1. Injection control process for an internal combustion engine with controlled ignition and multipoint injection, having four cylinders and functioning according to a four-stroke cycle, and which comprises one injector per cylinder, the process comprising the stages consisting in grouping the injectors in pairs, controlling the opening of the injectors of each pair a single time per engine cycle, and in such a way that the control sequence of the two pairs is not susceptible to the phasing of the engine, characterised in that it comprises in addition the stages consisting of indexing each injector with the same index as the cylinder of the engine which it feeds, pairing up the injectors 1 and 4 on one side and the injectors 2 and 3 on the other, initiating the injection of each of the two pairs of injectors 1-4 and 2-3 during the course of one of the two successive half turns of the engine, and causing these two controls to be followed by two successive half turns of the engine without control of the injectors, then starting the sequence again whilst the engine is controlled in synchronized functioning.
  2. Injection control process according to claim 1 characterised in that it comprises in addition the stage consisting of determining the sequence of the control of the two pairs of injectors (1-4 then 2-3, or 2-3 then 1-4) as a function of the state of the engine in relation to its cycle at the moment of the start of the synchronizing function of the engine, for example following a starting up of the engine or on the occasion of a renewed injection after a break of the latter.
  3. Injection control process according to claim 2 characterised in that it 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 the pair 1 - 4 depending on whether the first signal of the high dead centre or low dead centre given by a rotation sensor of the engine after the entrance of the engine in the synchronized functioning phase is a signal of the high dead centre or low dead centre for the pair 1 - 4.
  4. Injection control process according to either of claims 2 and 3 characterised in that it consists in addition of introducing a calculated timing delay between the determining of the control sequence of the pairs of injectors 1 - 4 and 2 -3, and the effective progression of the injection as a function of previous events, such as the starting up of the engine or a break in injection, for example during deceleration.
  5. Injection control process according to any of the preceding claims, characterised in that it consists in initiating the injection during the intake phase of one of the two cylinders corresponding to each pair of injectors 1 - 4 and 2 - 3 and during the power stroke phase of the other cylinder.
  6. Injection control process according to any of claims 1 to 4 characterised in that it consists in initiating the injection during the exhaust stroke phase of one of the two cylinders corresponding to each pair of injectors 1-4 and 2-3, and during the compression phase of the other cylinder.
  7. Injection control process according to claims 5 and 6 characterised in that it consists in addition of passing from the implementation of the process according to one of claims 5 and 6 to the implementation of the process according to the other of these claims, as a function of at least one functioning parameter and/or thermal state of the engine or associated equipment.
EP19940400256 1993-02-10 1994-02-07 Injection control method for multipoint injected controlled ignition engine Expired - Lifetime EP0614005B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9301464 1993-02-10
FR9301464A FR2701515B1 (en) 1993-02-10 1993-02-10 Injection control method for a multi-point injection engine with spark ignition.

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EP0614005A2 EP0614005A2 (en) 1994-09-07
EP0614005A3 EP0614005A3 (en) 1994-12-07
EP0614005B1 true EP0614005B1 (en) 1996-12-18

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US7047934B1 (en) 2005-08-05 2006-05-23 Yamaha Hatsudoki Kabushiki Kaisha Fuel injection type internal combustion engine and vehicle provided with the same

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DE2135560A1 (en) * 1971-07-16 1973-02-01 Bosch Gmbh Robert ELECTRICALLY CONTROLLED INJECTION SYSTEM WITH SWITCHABLE VALVE GROUPS
JPS5999044A (en) * 1982-11-26 1984-06-07 Toyota Motor Corp Fuel injection system for fuel injection type spark-ignition internal-combustion engine
DE3836854A1 (en) * 1987-10-28 1989-05-18 Honda Motor Co Ltd FUEL INJECTION CONTROL FOR AN INTERNAL COMBUSTION ENGINE
DE3864829D1 (en) * 1988-11-28 1991-10-17 Siemens Ag METHOD FOR INJECTING FUEL INTO AN INTERNAL COMBUSTION ENGINE.

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DE69401147D1 (en) 1997-01-30
FR2701515A1 (en) 1994-08-19
EP0614005A2 (en) 1994-09-07
DE69401147T2 (en) 1997-07-10
ES2095134T3 (en) 1997-02-01
EP0614005A3 (en) 1994-12-07

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