EP0643214B1 - Correction of the injection period for starting - Google Patents

Correction of the injection period for starting Download PDF

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Publication number
EP0643214B1
EP0643214B1 EP93114840A EP93114840A EP0643214B1 EP 0643214 B1 EP0643214 B1 EP 0643214B1 EP 93114840 A EP93114840 A EP 93114840A EP 93114840 A EP93114840 A EP 93114840A EP 0643214 B1 EP0643214 B1 EP 0643214B1
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EP
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Prior art keywords
air
internal combustion
combustion engine
values
correction factor
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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
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EP93114840A
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German (de)
French (fr)
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EP0643214A1 (en
Inventor
Michael Dipl.-Ing. Südholt
Manfred Dr.-Ing. Wier
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Siemens AG
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Siemens AG
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Publication date
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Priority to DE59307175T priority Critical patent/DE59307175D1/en
Priority to EP93114840A priority patent/EP0643214B1/en
Priority to US08/306,758 priority patent/US5577483A/en
Priority to JP6246748A priority patent/JPH0797944A/en
Publication of EP0643214A1 publication Critical patent/EP0643214A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions

Definitions

  • the invention relates to a method which makes it possible to adapt the injection time specified for the start of internal combustion engines to the currently prevailing quantities of the outside air.
  • This task is solved by modifying the values for the starting injection time read from the map with a correction factor dependent on air pressure.
  • a pressure gauge can be used for this, with which the outside air pressure is determined directly at the start time.
  • this is quite complex due to the additional outside air pressure meter, which is not provided in conventional engine controls. It is therefore more advantageous to use a value for pressure correction that the engine control system makes available from other control methods. Any value that represents the outside air pressure can be used for this purpose.
  • the engine control makes such a variable representing the outside air pressure available, for example, when calculating the air mass.
  • the air mass flowing into the internal combustion engine is normally measured by an air mass meter.
  • the output signal of the air mass meter follows every pulsation in the air flow. Back-flowing air masses, such as those that occur when the intake air pulsates, are also incorrectly recorded.
  • method step S1 checks, for example, based on the engine speed whether the internal combustion engine is in the starting phase. If this is not the case, go to normal injection control. However, if the internal combustion engine is in the starting phase, the value for the starting injection time KTI is taken from a map in method step S2 as a function of the cooling water temperature. In method step S3, this start injection time KTI is multiplied by the correction factor KF, which is taken from a memory in which it was stored in a non-volatile manner even after the internal combustion engine was switched off. When the machine is started for the first time, this value KF is set to one.
  • KF LW / LE ⁇ TF
  • LW the air value measured by an air meter in the intake tract of the internal combustion engine
  • LE the replacement air value stored in a characteristic map
  • TF a temperature factor
  • the correction value KF last determined is then stored in a non-volatile manner.
  • this corrected injection value is used controlled the injector. Then you go back to the beginning of procedure A.

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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)

Description

Die Erfindung betrifft ein Verfahren, das es ermöglicht die für den Start von Brennkraftmaschinen vorgegebene Einspritzzeit an die aktuell herrschenden Größen der Außenluft anzupassen.The invention relates to a method which makes it possible to adapt the injection time specified for the start of internal combustion engines to the currently prevailing quantities of the outside air.

Bei Brennkraftmaschinen tritt beim Start, insbesondere beim Kaltstart, eine Verarmung des angesaugten Kraftstoff-/Luftgemisches auf. Dies wird verursacht durch die geringe Verdampfung und die starke Wandbenetzung des Kraftstoffs. Außerdem werden bei der niedrigen Anlasserdrehzahl die Kraftstoffteilchen schlecht verwirbelt. Um dies zu kompensieren, wird beim Starten zusätzlich Kraftstoff eingespritzt. Beim Startvorgang treten starke Drehzahlschwankungen auf, so daß der Luftmassenmesser kein verläßliches Signal liefert. Es werden daher feste Einspritzzeitwerte vorgegeben und diese in einem Kennfeld in Abhängigkeit von der Motortemperatur oder der Kühlwassertemperatur abgespeichert, wie dies beispielsweise in der DE-A-41 34 522 beschrieben ist. Diese Werte der Einspritzzeit wurden bei einem bestimmten Luftdruck (Normaldruck) beispielsweise auf dem Prüfstand ermittelt. Herrscht nun aber im aktuellen Startzeitpunkt ein anderer Luftdruck als der Normaldruck, so erhält man falsche Werte für die Einspritzzeit. Diese führen beispielsweise zu einer Überfettung des Kraftstoff-/Luftgemisches, wenn sich das Fahrzeug in größeren Höhen befindet.In internal combustion engines, depletion of the intake fuel / air mixture occurs at the start, especially during a cold start. This is caused by the low evaporation and the strong wall wetting of the fuel. In addition, the fuel particles are poorly swirled at the low starter speed. To compensate for this, additional fuel is injected when starting. Strong speed fluctuations occur during the starting process, so that the air mass meter does not provide a reliable signal. Fixed injection time values are therefore specified and these are stored in a map as a function of the engine temperature or the cooling water temperature, as described, for example, in DE-A-41 34 522. These values of the injection time were determined at a certain air pressure (normal pressure), for example on the test bench. However, if there is a different air pressure than normal pressure at the current start time, incorrect values for the injection time are obtained. These lead, for example, to over-greasing of the fuel / air mixture when the vehicle is at higher altitudes.

Aufgabe der vorliegenden Erfindung ist es daher, ein Verfahren anzugeben, das es gestattet, die Einspritzzeitwerte der Startphase an den wechselnden Außenluftdruck zum Startzeitpunkt anzupassen.It is therefore an object of the present invention to provide a method which makes it possible to adapt the injection time values of the start phase to the changing outside air pressure at the start time.

Gelöst wird diese Aufgabe, indem die aus dem Kennfeld ausgelesenen Werte für die Starteinspritzzeit mit einem luftdruckabhängigen Korrekturfaktor modifiziert werden.This task is solved by modifying the values for the starting injection time read from the map with a correction factor dependent on air pressure.

Es kann dazu ein Druckmesser verwendet werden, mit dem direkt der Außenluftdruck zum Startzeitpunkt festgestellt wird. Dies ist aber recht aufwendig durch den zusätzlichen Außenluftdruckmesser, der in üblichen Motorsteuerungen nicht vorgesehen ist. Vorteilhafter ist es daher zur Druckkorrektur einen Wert zu verwenden, den die Motorsteuerung aus anderen Steuerverfahren zur Verfügung stellt. Es ist dazu ein beliebiger Wert, der den Außenluftdruck repräsentiert, verwendbar.A pressure gauge can be used for this, with which the outside air pressure is determined directly at the start time. However, this is quite complex due to the additional outside air pressure meter, which is not provided in conventional engine controls. It is therefore more advantageous to use a value for pressure correction that the engine control system makes available from other control methods. Any value that represents the outside air pressure can be used for this purpose.

Eine solche den Außenluftdruck repräsentierende Größe stellt die Motorsteuerung beispielsweise bei der Luftmassenberechnung zur Verfügung. Im Normalfall wird die in die Brennkraftmaschine strömende Luftmasse durch einen Luftmassenmesser gemessen. Bei Luftmassenmessern mit hoher Ansprechgeschwindigkeit folgt das Ausgangssignal des Luftmassenmessers jeder Pulsation im Luftstrom. Auch rückströmende Luftmassen, wie sie bei Pulsationen der Ansaugluft auftreten, werden fälschlicherweise miterfaßt.The engine control makes such a variable representing the outside air pressure available, for example, when calculating the air mass. The air mass flowing into the internal combustion engine is normally measured by an air mass meter. In air mass meters with a high response speed, the output signal of the air mass meter follows every pulsation in the air flow. Back-flowing air masses, such as those that occur when the intake air pulsates, are also incorrectly recorded.

Werden solche Pulsationen erkannt, so werden nicht mehr die Meßwerte verwendet sondern vorgegebenen Werte aus einem Ersatzkennfeld, wie dies in der europäischen Anmeldung =EP 0575 635 A1 92108966.0 beschrieben ist (vergleiche auch mit WO-A-91 02225). Diese Werte wurden zuvor auf dem Prüfstand für einen bestimmten Außenluftdruck (Normaldruck) ermittelt. Auch diese Ersatzluftwerte müssen nun dem tatsächlichen Außenluftdruck angepaßt werden. Dies geschieht, wie beispielsweise in der europäischen Anmeldung = WO 94/02730 92112871.6 beschrieben, indem man in pulsationsfreien Zeiten den gemessenen Luftwert mit dem entsprechenden Ersatzluftwert aus dem Ersatzkennfeld vergleicht. Aus diesem Vergleich erhält man eine Größe (Adaptionsfaktor genannt), die den Außenluftdruck repräsentiert. Der zuletzt berechnete Adaptionsfaktor beziehungsweise der aus der gleitenden Mittelung erhaltene Adaptionsfaktor wird beim Abstellen der Brennkraftmaschine nichtflüchtig gespeichert. Er dient beim erneuten Starten dann als Korrekturfaktor für die Einspritzzeitberechnung.If such pulsations are detected, then the measured values are no longer used, but rather preset values from a replacement map, as described in European application = EP 0575 635 A1 92108966.0 (compare also with WO-A-91 02225). These values were previously determined on the test bench for a specific outside air pressure (normal pressure). These replacement air values must now also be adjusted to the actual outside air pressure. This is done, as described for example in the European application = WO 94/02730 92112871.6, by comparing the measured air value with the corresponding replacement air value from the replacement map in pulsation-free times. From this comparison you get a quantity (called adaptation factor) that represents the outside air pressure. The last calculated adaptation factor or the one obtained from the moving averaging Adaptation factor is stored in a non-volatile manner when the internal combustion engine is switched off. When restarted, it then serves as a correction factor for the injection time calculation.

Aus der US-A 4 864 998 ist eine Einspritzsteuerung für eine Brennkraftmaschine bekannt, bei der aus der Luftmenge und der Drehzahl ein Basiseinspritzwert berechnet wird. Dieser Wert wird mit einem Korrekturfaktor, der laufend aus den bisher berechneten Korrekturfaktoren und dem Wert einer Sauerstoffsonde im Abgastrakt berechnet wird, korrigiert. Wenn die Batterie bei abgestelltem Motor abgetrennt wird, geht dieser gespeicherte Korrekturfaktor verloren. Vor einem Neustart der Maschine wird mittels eines Außenluftdruckmessers ein neuer Korrekturfaktor berechnet und abgespeichert.An injection control for an internal combustion engine is known from US Pat. No. 4,864,998, in which a basic injection value is calculated from the air quantity and the rotational speed. This value is corrected with a correction factor that is continuously calculated from the correction factors previously calculated and the value of an oxygen probe in the exhaust tract. If the battery is disconnected with the engine switched off, this saved correction factor is lost. Before the machine is restarted, a new correction factor is calculated and saved using an outside air pressure meter.

Die Erfindung wird im folgenden anhand der Zeichnungsfigur noch näher erläutert.The invention is explained in more detail below with reference to the drawing figure.

Zu Verfahrensbeginn A wird im Verfahrensschritt S1 beispielsweise anhand der Motordrehzahl geprüft, ob sich die Brennkraftmaschine in der Startphase befindet. Ist dies nicht der Fall, geht man zur normalen Einspritzsteuerung über. Befindet sich die Brennkraftmaschine aber in der Startphase, so wird im Verfahrensschritt S2 der Wert für die Starteinspritzzeit KTI in Abhängigkeit von der Kühlwassertemperatur einem Kennfeld entnommen. Im Verfahrensschritt S3 wird diese Starteinspritzzeit KTI mit dem Korrekturfaktor KF multipliziert, der einem Speicher entnommen wird, in dem er auch nach Abschalten der Brennkraftmaschine nichtflüchtig gespeichert wurde. Beim erstmaligen Start der Maschine ist dieser Wert KF zu eins gesetzt. Er wird dann während des Betriebs der Brennkraftmaschine laufend aktualisiert beispielsweise, wie oben beschrieben, über den Adaptionsfaktor, wie er zur Korrektur der Ersatzluftwerte, die im Falle von Pulsationen der Ansaugluft statt der gemessenen Werte Verwendung finden, ermittelt wird. Er berechnet sich beispielsweise in diesem Fall nach der Formel: KF = LW / LE ∗ TF,

Figure imgb0001
wobei mit LW, der von einem Luftmesser im Ansaugtrakt der Brennkraftmaschine gemessene Luftwert bezeichnet ist, mit LE der in einem Kennfeld gespeicherte Ersatzluftwert und mit TF ein Temperaturfaktor, der sich berechnet nach der Formel: TF = 293 K t +273 K .
Figure imgb0002
 At the start of method A, method step S1 checks, for example, based on the engine speed whether the internal combustion engine is in the starting phase. If this is not the case, go to normal injection control. However, if the internal combustion engine is in the starting phase, the value for the starting injection time KTI is taken from a map in method step S2 as a function of the cooling water temperature. In method step S3, this start injection time KTI is multiplied by the correction factor KF, which is taken from a memory in which it was stored in a non-volatile manner even after the internal combustion engine was switched off. When the machine is started for the first time, this value KF is set to one. It is then continuously updated during operation of the internal combustion engine, for example, as described above, via the adaptation factor as it is determined to correct the replacement air values which are used instead of the measured values in the event of pulsations in the intake air. In this case, for example, it is calculated using the formula: KF = LW / LE ∗ TF,
Figure imgb0001
 where LW, the air value measured by an air meter in the intake tract of the internal combustion engine, LE, the replacement air value stored in a characteristic map and TF, a temperature factor, which is calculated according to the formula: TF = 293 K t +273 K .
Figure imgb0002

Beim Abschalten der Brennkraftmaschine wird der zuletzt ermittelte Korrekturwert KF dann nichtflüchtig abgespeichert. Im Verfahrensschritt S4 wird mit diesem korrigierten Einspritzwert das Einspritzventil angesteuert. Danach geht man wieder zum Verfahrensanfang A zurück.When the internal combustion engine is switched off, the correction value KF last determined is then stored in a non-volatile manner. In method step S4, this corrected injection value is used controlled the injector. Then you go back to the beginning of procedure A.

Claims (4)

  1. Method for adapting the starting injection period (KTI) for an internal combustion engine to the pressure of the external air,
    - in which the injection period is determined at least temporarily on the basis of air values (LW) measured by means of an air mass meter and on the basis of at least one further operating parameter of the internal combustion engine,
    - substitute air (EW) are used for the values air instead of the air values (LW) supplied by the air mass meter in the event of pulsations of the intake air of the internal combustion engine,
    - the substitute air values (EW) are adapted to the external air pressure by means of an adaptation factor,
    - a correction factor (KF) which represents the external air pressure is stored when the internal combustion engine is switched off,
    - when the internal combustion engine is restarted, the value of the starting injection period (KTI) is modified by means of this correction factor (KF), this starting injection period being defined irrespective of air-quantity or air-mass values measured upon starting, and
    - the adaptation factor is used as the correction factor (KF).
  2. Method according to Claim 1, characterized in that the correction factor (KF) is calculated in accordance with the following formula: KF = LW / LE ∗ TF,
    Figure imgb0005
     LW denoting the air value measured by the air mass meter in the intake duct of the internal combustion engine, LE denoting the substitute air value stored in a performance graph, and TF denoting a temperature factor which is calculated in accordance with the following formula: TF = 293 K t +273 K .
    Figure imgb0006
  3. Method according to Claim 1 or 2, characterized in that the correction factor (KF) is subjected to a process of sliding averaging.
  4. Method according to Claim 1, characterized in that when the internal combustion engine is first started the correction factor (KF) is set to one.
EP93114840A 1993-09-15 1993-09-15 Correction of the injection period for starting Expired - Lifetime EP0643214B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE59307175T DE59307175D1 (en) 1993-09-15 1993-09-15 Correction of the start injection time
EP93114840A EP0643214B1 (en) 1993-09-15 1993-09-15 Correction of the injection period for starting
US08/306,758 US5577483A (en) 1993-09-15 1994-09-15 Method for correction of starting injection timing
JP6246748A JPH0797944A (en) 1993-09-15 1994-09-16 Adapting and adjusting method of starting injection time to outside air pressure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP93114840A EP0643214B1 (en) 1993-09-15 1993-09-15 Correction of the injection period for starting

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EP0643214A1 EP0643214A1 (en) 1995-03-15
EP0643214B1 true EP0643214B1 (en) 1997-08-20

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DE (1) DE59307175D1 (en)

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Publication number Priority date Publication date Assignee Title
US6032653A (en) * 1995-07-25 2000-03-07 Yamaha Hatsudoki Kabushiki Kaisha Engine control system and method
JP3653919B2 (en) * 1997-03-04 2005-06-02 日産自動車株式会社 In-cylinder direct injection type spark ignition internal combustion engine fuel injection control device

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991002225A1 (en) * 1989-08-01 1991-02-21 Robert Bosch Gmbh Process for correcting measurement errors of a hot-film device for measuring air masses

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JPS5596339A (en) * 1979-01-13 1980-07-22 Nippon Denso Co Ltd Air-fuel ratio control method
JPS5865950A (en) * 1981-10-14 1983-04-19 Nippon Denso Co Ltd Method of controlling internal-combustion engine
JPH0745840B2 (en) * 1986-01-22 1995-05-17 本田技研工業株式会社 Air-fuel ratio atmospheric pressure correction method for internal combustion engine
JP2535935B2 (en) * 1987-08-11 1996-09-18 トヨタ自動車株式会社 Fuel injection method for internal combustion engine
JP2602031B2 (en) * 1987-10-14 1997-04-23 マツダ株式会社 Electronic control unit for internal combustion engine
JP2536881B2 (en) * 1987-10-14 1996-09-25 マツダ株式会社 Fuel injection device for internal combustion engine
JPH01280662A (en) * 1988-05-06 1989-11-10 Mitsubishi Electric Corp Atmospheric pressure detecting device for control of engine
US5136517A (en) * 1990-09-12 1992-08-04 Ford Motor Company Method and apparatus for inferring barometric pressure surrounding an internal combustion engine
JP2796419B2 (en) * 1990-10-19 1998-09-10 株式会社日立製作所 Electronic control fuel injection device
DE59209114D1 (en) * 1992-05-27 1998-02-12 Siemens Ag Measurement of the pulsating air mass flow in the intake pipe of an internal combustion engine
EP0707685B1 (en) * 1992-07-28 1997-04-02 Siemens Aktiengesellschaft Method of adapting internal-combustion engine air values from a substitute characteristic diagram used to control, on the occurrence of pulsing in the air-aspiration line, the formation of the mixture to suit the currently prevailing outside-air conditions

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991002225A1 (en) * 1989-08-01 1991-02-21 Robert Bosch Gmbh Process for correcting measurement errors of a hot-film device for measuring air masses

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EP0643214A1 (en) 1995-03-15
DE59307175D1 (en) 1997-09-25
JPH0797944A (en) 1995-04-11
US5577483A (en) 1996-11-26

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