EP1216352B1 - Method for controlling an internal combustion engine - Google Patents

Method for controlling an internal combustion engine Download PDF

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Publication number
EP1216352B1
EP1216352B1 EP00945597A EP00945597A EP1216352B1 EP 1216352 B1 EP1216352 B1 EP 1216352B1 EP 00945597 A EP00945597 A EP 00945597A EP 00945597 A EP00945597 A EP 00945597A EP 1216352 B1 EP1216352 B1 EP 1216352B1
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EP
European Patent Office
Prior art keywords
cylinders
cylinder
air
variable
torque
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Expired - Lifetime
Application number
EP00945597A
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German (de)
French (fr)
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EP1216352A1 (en
Inventor
Johann Graf
Michael Henn
Gerhard Schopp
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Siemens AG
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Siemens AG
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Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • 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
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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

Definitions

  • the invention relates to a method for controlling an internal combustion engine, in particular an internal combustion engine with Quantity control, that is one according to the Otto principle working internal combustion engine.
  • From US 5 515 828 is a method for air / fuel ratio control and torque control in an internal combustion engine known.
  • Control signals for the injection valves and the actuators for adjusting the air mass are determined and are corrected depending on correction signals.
  • For individual cylinder correction of the air ratio and of the torque become in a stationary operating state The actual values of the air ratio are simultaneously displayed for each segment and the torque determined and the respective Assigned to cylinders. All 720 ° crankshaft angles are off these values are then determined the correction signals and the Control signals then for the injectors and the Adjusted to adjust the air mass.
  • the object of the invention is to provide a method this is a low-emission and at the same time comfortable control an internal combustion engine guaranteed.
  • An internal combustion engine (FIG. 1) comprises an intake tract, a throttle valve 10 and at least one injection valve 15 are assigned, and an engine block 2, a cylinder 20 and a crankshaft 23 has.
  • a piston 21 and a connecting rod 22 are associated with the cylinder 20.
  • the Connecting rod 22 is connected to the piston 21 and the crankshaft 23rd connected.
  • the injection valve 15 is either for injection of fuel in several cylinders of the internal combustion engine or only for injecting fuel into each cylinder provided the internal combustion engine. In the latter case
  • Each cylinder 20 of the internal combustion engine is an injection valve 15 assigned.
  • the injection valve 15 may alternatively be provided in a cylinder head 3 and arranged so be that the fuel is directly into the combustion chamber of the cylinder 20 is metered.
  • the injection valve 15 also to a mixing chamber of a Gemischinjektors be arranged, which is the air / fuel mixture from the Mixing chamber blows directly into the cylinder 20.
  • a valve train is also arranged, with at least one inlet valve 30 and one outlet valve 31.
  • the valvetrain comprises at least one not shown Camshaft with a transmission device that the Nokkenhub to the intake valve 30 or the exhaust valve 31 transmits.
  • Such a device for adjusting the Ventilhubverlaufs a gas exchange valve is known from DE 42 44 550 A1 known.
  • This device is preferably for throttle-free Load control of gasoline engines used.
  • the device has two opposing camshafts, which have a Swing lever act on the gas exchange valve.
  • One of the Camshafts determines the opening function and the other camshaft the closing function of the gas exchange valve.
  • the gas exchange valve that is, the stroke and the opening time, can be changed in many areas by a relative rotation of the two camshafts against each other by means of a four-wheeled linkage, wherein a corresponding actuator for adjusting the relative Twist is provided.
  • an electromechanical actuator may also be provided be, the valve lift of the intake or exhaust valve 30, 31 controls.
  • Such an electromechanical actuator is known for example from DE 297 12 502 U1.
  • the actuator comprises a spring-mass oscillator with an armature.
  • the actuator comprises two electromagnets.
  • the anchor acts on the gas exchange valves, so the inlet valve 30th or the exhaust valve 31 a. If an electromechanical Actuator is provided for controlling the gas exchange valves, so There is no camshaft.
  • a spark plug 34 is further introduced.
  • the internal combustion engine is in the figure 1 with a Cylinder 20 shown. However, it includes more cylinders Z2, Z3, Z4.
  • the cylinders Z2 to Z4 are preferably identical formed to the cylinder 20. Further, they are too in each case at least one outlet valve 31 and an inlet valve 30 assigned.
  • An exhaust tract 4 with a catalyst 40 and an oxygen probe 41 is assigned to the internal combustion engine.
  • a Control device 6 is provided, assigned to the sensors are that capture different measures and each of the Determine measured value of the measured variable.
  • the control device 6 determines one or more depending on at least one measured variable Control signals, each controlling a positioning device.
  • the Sensors are a pedal position sensor 71, which is a pedal position the accelerator pedal 7 detected, a throttle position sensor 11, which detects an opening degree of the throttle valve 10, a Air mass meter 12, which detects an air mass flow MAF and / or a Saugrohr horrsensor 13, the intake manifold pressure detected in the intake tract 1, a first temperature sensor 14, detects an intake air temperature, a speed sensor 24, detects a rotational speed N of the crankshaft 23, a second Temperature sensor 25, which detects a coolant temperature TCO, a combustion chamber pressure sensor 26, the pressure P_BR in the Interior of the cylinder 20, so in the combustion chamber, detected, and the oxygen probe 41, which determines the residual oxygen content of the Exhaust gas detected in the exhaust system 4 and this the measured value the air ratio ⁇ assigns.
  • the air ratio ⁇ is the ratio of the cylinder 20 supplied air mass to the theoretical air requirement for stoichiometric ratios at the injected fuel quantity. The air ratio is thus a characterizing the air / fuel ratio Size.
  • a torque sensor 28 is preferably provided, the torque that is in each cylinder 20, Z2 - Z4 generated is detected on the crankshaft 23.
  • the invention may be any subset of be mentioned sensors or additional sensors.
  • the actuators each include an actuator and a Actuator.
  • the actuator is an electric motor drive, an electromagnetic drive or another dem Professional known drive.
  • the actuators are called throttle 10, as an injection valve 15, as a spark plug 34 or as a means for adjusting the valve lift of the or exhaust valves 30, 31 or as electromechanical actuators for controlling the valve lift of the intake and exhaust valves 30, 31 formed. On the actuators will in the following with taken the respective associated actuator reference.
  • the control device 6 is preferably designed as an electronic engine control. However, it may also include multiple controllers that are electrically connected to each other, such. B. over a bus system.
  • FIG. 2 is a flowchart of a method for controlling the internal combustion engine shown, the equality the cylinder 20, Z2 to Z4 causes.
  • the program is in the control device 6 is stored and processed there.
  • the program can either be at predetermined intervals during operation of the internal combustion engine or in predetermined Operating conditions of the internal combustion engine processed become.
  • Such an operating state can, for example be a stationary partial load operation or an idling or be characterized in that the coolant temperature TCO exceeds a predetermined threshold.
  • a step S1 the program is started.
  • the air ratio ⁇ is determined individually for each cylinder, which is represented by the ⁇ indicated by i.
  • the air ratio ⁇ i attributable to them is calculated, which is then a measure for the respective air / fuel ratio in the respective cylinder 20, Z2 to Z4.
  • the cylinder-specific determination of the air ratio ⁇ i for each cylinder averaged over several cycles.
  • a first correction value K1 i for each of the cylinders 20, Z2 to Z4 is determined as a function of the air ratio ⁇ i assigned to the respective cylinder and a desired value ⁇ sp of the air ratio.
  • the desired value ⁇ sp may be equal to one in order to ensure a stoichiometric air / fuel mixture in the cylinders 20, Z 2 to Z 4.
  • the first correction value K1 i is used in the program for general control of the internal combustion engine shown in FIG. 3 and will be described in more detail below.
  • step S4 the program for a predetermined Duration remain in a wait state or alternatively directly go to step S5.
  • step S5 for each cylinder 20, Z2 to Z4, the torque TQ i generated respectively by it is determined.
  • the measurement signal of the torque sensor 28 or the measurement signal of the combustion chamber pressure sensor 26 is evaluated or, for example, the measurement signal of the speed sensor 24.
  • average values of the torques TQ i related to the respective cylinders are determined over several operating cycles of the internal combustion engine.
  • a second correction value K2 i is determined individually for each cylinder 20, Z2 calculated to Z4 depending on the particular a cylinder Z2 to Z4, 20 associated torque TQ i and by averaging all torques TQ i calculated average TQ_MV of the torques.
  • the second correction value K2 i is used in the general program for controlling the internal combustion engine described in FIG. The program is subsequently terminated in a step S7.
  • a main program for Control of the internal combustion engine started.
  • step S11 becomes a target value TQI_SP of the engine torque to be generated depending on the speed N, the Accelerator pedal value PV and other operating variables of the internal combustion engine, such as the coolant temperature TCO, and others Calculated torque contributions, such as from a electronic transmission control or traction control.
  • a fuel injection time period T KSTi for the one or more injectors 15 is calculated individually for each cylinder.
  • the fuel injection time duration T KSTi is calculated for each cylinder 20, Z2 to Z4 as a function of the setpoint value of the torque, the respectively assigned first correction value K1 i and optionally further variables.
  • the dependence of the fuel injection time period T KSTi on the respective correction value K1 i associated with the cylinder 20, Z2 through Z4 ensures that the air / fuel ratio in all cylinders approximates within narrow limits the predetermined desired value of the air / fuel ratio , As a result, caused by manufacturing tolerances different flow rates of the fuel in the injectors 15 can be compensated.
  • a valve lift time T VHi is calculated for each individual cylinder 20, Z2 to Z4 as a function of the desired value TQI_SP of the torque, the second correction value K2 i assigned to the respective cylinder 20, Z2 to Z4 and optionally further variables.
  • the throttle valve 10 or electromechanical actuators or the means or devices are controlled to adjust the valve lift.
  • step S13 a maximum valve lift or a Ventilhubverlauf as a control variable for driving the means for adjusting the Ventilhubverlaufs determined become.
  • steps S12 and S13 is thus advantageously Ensures that both the air / fuel ratio in each cylinder 20, Z2 to Z4 of the internal combustion engine the predetermined Setpoint corresponds as well as in the respective Cylinders torque is equal. This is on the one hand an efficient and gentle operation of the catalyst 14 ensured with a corresponding emission reduction and on the other hand ensures a high level of ride comfort of a vehicle, in which the internal combustion engine is arranged.
  • the program is ended.
  • the program according to FIG. 3 is preferably at predetermined time intervals or depending on the speed N called.
  • FIG. 4 shows a further method for equalizing the cylinders.
  • the steps S1 to S4 are identical to the corresponding steps in FIG. 2.
  • the speed N i assigned to the respective cylinder is determined individually for each cylinder 20, Z2 to Z4.
  • the rotational speed during the expansion stroke of the respective cylinder or in a subsequent cycle or segment is determined.
  • a segment is determined by the time interval of the top dead centers of two cylinders following each other in the firing order.
  • a rough-running value LU i is determined as a function of the speed N i determined for the respective cylinder 17.
  • a dependence on the third power of the respective rotational speed N i has proved to be particularly advantageous.
  • the uneven running is a measure of differences between the torques generated in the cylinders.
  • the rough-running values LU i can also be determined as a function of a change in the rotational speed N i assigned to the respective cylinder.
  • the second correction value K2 i is determined individually for each cylinder as a function of the respective rough running value LU i . This takes place in the sense of an approximation of the torques generated by the individual cylinders. For an existing torque sensor 28, a deviation of the individual torque from the torque averaged over all cylinders can be calculated individually for each cylinder and then the second correction value K2 i can be calculated as a function of this deviation.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

An internal combustion engine having multiple cylinders to which are associated at least one fuel injection valve and at least one regulating member to regulate the air mass which is supplied to the cylinders, whereby at least one sensor for the detection of a parameter characteristic of the air-fuel ratio in the individual cylinders and at least one sensor for the detection of a parameter characteristic of the torque generated in the individual cylinders or for the detection of a parameter characteristic of the differences in torque generated in the individual cylinders, are provided. The inventive method is according to the following steps: air-fuel ratio for the individual cylinders is determined; the control of at least one fuel injection valve of the individual cylinders is adjusted according to the detected air-fuel ratio and according to the desired parameter of said air-fuel ratio. The parameter which characterises the torque or the differences in torque is determined for the individual cylinders and the control of at least one regulating member which regulates the air mass in the individual cylinders is adjusted according to the torque-characteristic value detected or according to the difference in torque-characteristic parameter and indeed, according to an adjustment in torque generated by the individual cylinders.

Description

Die Erfindung betrifft ein Verfahren zum Steuern einer Brennkraftmaschine, insbesondere einer Brennkraftmaschine mit Quantitätssteuerung, das heißt einer nach dem Otto-Prinzip arbeitenden Brennkraftmaschine.The invention relates to a method for controlling an internal combustion engine, in particular an internal combustion engine with Quantity control, that is one according to the Otto principle working internal combustion engine.

Bei einem bekannten Verfahren zum Steuern einer Brennkraftmaschine (DE 38 39 611 A1) wird für jeden Zylinder einzeln die Luftzahl mit einer Lambdasonde bestimmt. Abhängig von der für den jeweiligen Zylinder bestimmten Luftzahl wird ein Korrektursignal zur Korrektur der Ansteuerung eines Brennstoffeinspritzventils bestimmt und zwar im Sinne einer Annäherung aller Luftzahlen in den jeweiligen Zylindern der Brennkraftmaschine an den Wert λ = 1. Alternativ dazu ist es aus der DE 38 39 611 A1 bekannt, abhängig von der jeweiligen zylinderindividuellen Luftzahl ein Korrektursignal für die Ansteuerung eines Stellers eines Drosselorgans der Brennkraftmaschine zu ermitteln. Der Nachteil beider Alternativen des bekannten Verfahrens ist jedoch, daß zwar das Luft-/Kraftstoff-Verhältnis in den einzelnen Zylindern aneinander angenähert wird, jedoch die in den einzelnen Zylindern erzeugten Drehmomente variieren können, was von einem Fahrer eines Fahrzeugs, in dem die Brennkraftmaschine angeordnet ist, als ungleichförmig laufenden Brennkraftmaschine beziehungsweise als Rukkeln wahrgenommen wird.In a known method for controlling an internal combustion engine (DE 38 39 611 A1) is individually for each cylinder Air ratio determined with a lambda probe. Depending on the for the respective cylinder determined air ratio is a correction signal for correcting the activation of a fuel injection valve certainly and in the sense of an approximation of all Air figures in the respective cylinders of the internal combustion engine to the value λ = 1. Alternatively, it is from the DE 38 39 611 A1 known, depending on the respective individual cylinder Air ratio a correction signal for the control an actuator of a throttle body of the internal combustion engine determine. The disadvantage of both alternatives of the known Procedure, however, that although the air / fuel ratio in the individual cylinders approximated each other is, however, the torques generated in the individual cylinders may vary what a driver of a vehicle in which the internal combustion engine is arranged, as non-uniform running internal combustion engine or as Rukkeln is perceived.

Bei einem weiteren bekannten Verfahren (WO 90/07051) erfolgt eine Angleichung der Drehmomentbeiträge der einzelnen Zylinder der Brennkraftmaschine durch ein Überwachen der von den jeweiligen Zylindern abgegebenen Leistung und einer zylinderindividuellen Korrektur der Kraftstoffmasse abhängig von der jeweiligen Leistung in dem Zylinder. Durch dieses Verfahren wird.zwar eine Angleichung der Drehmomentbeiträge der einzelnen Zylinder erreicht, jedoch kann dieses Verfahren zu Abweichungen der Luftzahl in einzelnen Zylindern von einem vorgegebenen Sollwert für die Luftzahl führen, die zu einer Schädigung eines in einem Abgastrakt der Brennkraftmaschine angeordneten Dreiwege-Katalysators führen können.In another known method (WO 90/07051) takes place an approximation of the torque contributions of the individual cylinders the internal combustion engine by monitoring the of the respective cylinders output power and a cylinder individual Correction of fuel mass depending on the respective power in the cylinder. By this procedure wird.zwar an approximation of the torque contributions of the individual Cylinder reached, however, this process can cause deviations the air ratio in individual cylinders of a given Setpoint for the air ratio leading to damage one arranged in an exhaust tract of the internal combustion engine Three-way catalyst can lead.

Aus US 5 515 828 ist ein Verfahren zur Luft-/Kraftstoff-Verhältnis-Regelung und Drehmomentregelung bei einer Brennkraftmaschine bekannt. Stellsignale für die Einspritzventile und die Stellglieder zum Einstellen der Luftmasse werden ermittelt und werden abhängig von Korrektursignalen korrigiert. Zur zylinderindividuellen Korrektur des Luftverhältnisses und des Drehmoments werden in einem stationären Betriebszustand pro Segment jeweils gleichzeitig die Istwerte des Luftverhältnisses und des Drehmoments bestimmt und den jeweiligen Zylindern zugeordnet. Alle 720° Kurbelwellenwinkel werden aus diesen Werten dann die Korrektursignale ermittelt und die Stellsignale anschließend für die Einspritzventile und die Stellglieder zum Einstellen der Luftmasse korrigiert.From US 5 515 828 is a method for air / fuel ratio control and torque control in an internal combustion engine known. Control signals for the injection valves and the actuators for adjusting the air mass are determined and are corrected depending on correction signals. For individual cylinder correction of the air ratio and of the torque become in a stationary operating state The actual values of the air ratio are simultaneously displayed for each segment and the torque determined and the respective Assigned to cylinders. All 720 ° crankshaft angles are off these values are then determined the correction signals and the Control signals then for the injectors and the Adjusted to adjust the air mass.

Die Aufgabe der Erfindung ist es, ein Verfahren zu schaffen, das eine emissionsarme und gleichzeitig komfortable Steuerung einer Brennkraftmaschine gewährleistet.The object of the invention is to provide a method this is a low-emission and at the same time comfortable control an internal combustion engine guaranteed.

Die Aufgabe wird erfindungsgemäß gelöst durch die Merkmale der unabhängigen Patentansprüche. Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.The object is achieved by the features of the independent claims. Advantageous embodiments The invention are characterized in the subclaims.

Ausführungsbeispiele der Erfindung sind anhand der schematischen Zeichnungen näher erläutert. Es zeigen:

Figur 1
eine Brennkraftmaschine mit einer Steuereinrichtung,
Figur 2
ein Ablaufdiagramm zur Zylindergleichstellung,
Figur 3
ein Ablaufdiagramm einer Hauptsteuerfunktion in der Steuereinrichtung 6,
Figur 4
ein weiteres Ablaufdiagramm zur Zylindergleichstellung.
Embodiments of the invention are explained in more detail with reference to the schematic drawings. Show it:
FIG. 1
an internal combustion engine with a control device,
FIG. 2
a flow chart for cylinder equalization,
FIG. 3
a flow chart of a main control function in the control device 6,
FIG. 4
another flow chart for cylinder equalization.

Elemente gleicher Konstruktion und Funktion sind figurenübergreifend mit den gleichen Bezugszeichen versehen.Elements of the same construction and function are cross-figurative provided with the same reference numerals.

Eine Brennkraftmaschine (Figur 1) umfaßt einen Ansaugtrakt, dem eine Drosselklappe 10 und mindestens ein Einspritzventil 15 zugeordnet sind, und einen Motorblock 2, der einen Zylinder 20 und eine Kurbelwelle 23 aufweist. Ein Kolben 21 und eine Pleuelstange 22 sind dem Zylinder 20 zugeordnet. Die Pleuelstange 22 ist mit dem Kolben 21 und der Kurbelwelle 23 verbunden. Das Einspritzventil 15 ist entweder zum Einspritzen von Kraftstoff in mehrere Zylinder der Brennkraftmaschine oder nur zum Einspritzen von Kraftstoff in jeweils einen Zylinder der Brennkraftmaschine vorgesehen. Im letzteren Fall ist jedem Zylinder 20 der Brennkraftmaschine ein Einspritzventil 15 zugeordnet. Das Einspritzventil 15 kann alternativ auch in einem Zylinderkopf 3 vorgesehen sein und so angeordnet sein, daß der Kraftstoff direkt in den Brennraum des Zylinders 20 zugemessen wird. Alternativ kann das Einspritzventil 15 auch hin zu einer Mischkammer eines Gemischinjektors angeordnet sein, der das Luft-/Kraftstoff-Gemisch aus der Mischkammer direkt in den Zylinder 20 bläst.An internal combustion engine (FIG. 1) comprises an intake tract, a throttle valve 10 and at least one injection valve 15 are assigned, and an engine block 2, a cylinder 20 and a crankshaft 23 has. A piston 21 and a connecting rod 22 are associated with the cylinder 20. The Connecting rod 22 is connected to the piston 21 and the crankshaft 23rd connected. The injection valve 15 is either for injection of fuel in several cylinders of the internal combustion engine or only for injecting fuel into each cylinder provided the internal combustion engine. In the latter case Each cylinder 20 of the internal combustion engine is an injection valve 15 assigned. The injection valve 15 may alternatively be provided in a cylinder head 3 and arranged so be that the fuel is directly into the combustion chamber of the cylinder 20 is metered. Alternatively, the injection valve 15 also to a mixing chamber of a Gemischinjektors be arranged, which is the air / fuel mixture from the Mixing chamber blows directly into the cylinder 20.

In dem Zylinderkopf 3 ist ferner ein Ventiltrieb angeordnet, mit mindestens einem Einlaßventil 30 und einem Auslaßventil 31. Der Ventiltrieb umfaßt mindestens eine nicht dargestellte Nockenwelle mit einer Übertragungseinrichtung, die den Nokkenhub auf das Einlaßventil 30 oder das Auslaßventil 31 überträgt. Vorzugsweise sind auch Einrichtungen zum Verstellen der Ventilhubzeiten und/oder des Ventilhubverlaufs vorgesehen. Eine derartige Vorrichtung zum Verstellen des Ventilhubverlaufs eines Gaswechselventils ist aus der DE 42 44 550 A1 bekannt. Diese Vorrichtung wird vorzugsweise zur drosselfreien Laststeuerung von Ottomotoren eingesetzt. Die Vorrichtung hat zwei gegensinnig liegende Nockenwellen, welche über einen Schwinghebel auf das Gaswechselventil einwirken. Eine der Nockenwellen bestimmt die Öffnen-Funktion und die andere Nokkenwelle die Schließt-Funktion des Gaswechselventils. Der Ventilhubverlauf des Gaswechselventils, das heißt der Hub und die Öffnungsdauer, kann in weiten Bereichen verändert werden durch eine relative Verdrehung der beiden Nockenwellen gegeneinander mittels eines vier-rädrigen Koppelgetriebes, wobei ein entsprechender Stellantrieb zum Einstellen der relativen Verdrehung vorgesehen ist.In the cylinder head 3, a valve train is also arranged, with at least one inlet valve 30 and one outlet valve 31. The valvetrain comprises at least one not shown Camshaft with a transmission device that the Nokkenhub to the intake valve 30 or the exhaust valve 31 transmits. Preferably also means for adjusting the valve strokes and / or Ventilhubverlaufs provided. Such a device for adjusting the Ventilhubverlaufs a gas exchange valve is known from DE 42 44 550 A1 known. This device is preferably for throttle-free Load control of gasoline engines used. The device has two opposing camshafts, which have a Swing lever act on the gas exchange valve. One of the Camshafts determines the opening function and the other camshaft the closing function of the gas exchange valve. Of the Ventilhubverlauf the gas exchange valve, that is, the stroke and the opening time, can be changed in many areas by a relative rotation of the two camshafts against each other by means of a four-wheeled linkage, wherein a corresponding actuator for adjusting the relative Twist is provided.

Alternativ kann auch ein elektromechanischer Aktuator vorgesehen sein, der den Ventilhubverlauf des Ein- oder Auslaßventils 30, 31 steuert. Ein derartiger elektromechanischer Aktuator ist beispielsweise aus der DE 297 12 502 U1 bekannt. Der Aktuator umfaßt einen Feder-Masse-Schwinger mit einem Anker. Ferner umfaßt der Aktuator zwei Elektromagnete. Der Anker wirkt auf die Gaswechselventile, also das Einlaßventil 30 oder das Auslaßventil 31 ein. Wenn ein elektromechanischer Aktuator zum Steuern der Gaswechselventile vorgesehen ist, so ist keine Nockenwelle vorhanden.Alternatively, an electromechanical actuator may also be provided be, the valve lift of the intake or exhaust valve 30, 31 controls. Such an electromechanical actuator is known for example from DE 297 12 502 U1. The actuator comprises a spring-mass oscillator with an armature. Furthermore, the actuator comprises two electromagnets. The anchor acts on the gas exchange valves, so the inlet valve 30th or the exhaust valve 31 a. If an electromechanical Actuator is provided for controlling the gas exchange valves, so There is no camshaft.

In den Zylinderkopf 3 ist ferner eine Zündkerze 34 eingebracht. Die Brennkraftmaschine ist in der Figur 1 mit einem Zylinder 20 dargestellt. Sie umfaßt jedoch weitere Zylinder Z2, Z3, Z4. Die Zylinder Z2 bis Z4 sind vorzugsweise identisch zu dem Zylinder 20 ausgebildet. Ferner sind ihnen auch jeweils mindestens ein Auslaßventil 31 und ein Einlaßventil 30 zugeordnet.In the cylinder head 3, a spark plug 34 is further introduced. The internal combustion engine is in the figure 1 with a Cylinder 20 shown. However, it includes more cylinders Z2, Z3, Z4. The cylinders Z2 to Z4 are preferably identical formed to the cylinder 20. Further, they are too in each case at least one outlet valve 31 and an inlet valve 30 assigned.

Ein Abgastrakt 4 mit einem Katalysator 40 und einer Sauerstoffsonde 41 ist der Brennkraftmaschine zugeordnet. Eine Steuereinrichtung 6 ist vorgesehen, der Sensoren zugeordnet sind, die verschiedene Meßgrößen erfassen und jeweils den Meßwert der Meßgröße ermitteln. Die Steuereinrichtung 6 ermittelt abhängig von mindestens einer Meßgröße ein oder mehrere Stellsignale, die jeweils ein Stellgerät steuern. Die Sensoren sind ein Pedalstellungsgeber 71, der eine Pedalstellung des Fahrpedals 7 erfaßt, ein Drosselklappenstellungsgeber 11, der ein Öffnungsgrad der Drosselklappe 10 erfaßt, ein Luftmassenmesser 12, der einen Luftmassenstrom MAF erfaßt und/oder ein Saugrohrdrucksensor 13, der einen Saugrohrdruck in dem Ansaugtrakt 1 erfaßt, ein erster Temperatursensor 14, der eine Ansauglufttemperatur erfaßt, ein Drehzahlsensor 24, der einen Drehzahl N der Kurbelwelle 23 erfaßt, ein zweiter Temperatursensor 25, der eine Kühlmitteltemperatur TCO erfaßt, ein Brennraumdrucksensor 26, der den Druck P_BR in dem Innenraum des Zylinders 20, also in dem Brennraum, erfaßt, und die Sauerstoffsonde 41, die den Restsauerstoffgehalt des Abgases in dem Abgastrakt 4 erfaßt und die diesem den Meßwert des Luftverhältnisses λ zuordnet. Das Luftverhältnis λ ist das Verhältnis aus der dem Zylinder 20 zugeführten Luftmasse zu dem theoretischen Luftbedarf für stöchiometrische Verhältnisse bei der eingespritzten Kraftstoffmenge. Das Luftverhältnis ist somit eine das Luft-/Kraftstoff-Verhältnis charakterisierende Größe.An exhaust tract 4 with a catalyst 40 and an oxygen probe 41 is assigned to the internal combustion engine. A Control device 6 is provided, assigned to the sensors are that capture different measures and each of the Determine measured value of the measured variable. The control device 6 determines one or more depending on at least one measured variable Control signals, each controlling a positioning device. The Sensors are a pedal position sensor 71, which is a pedal position the accelerator pedal 7 detected, a throttle position sensor 11, which detects an opening degree of the throttle valve 10, a Air mass meter 12, which detects an air mass flow MAF and / or a Saugrohrdrucksensor 13, the intake manifold pressure detected in the intake tract 1, a first temperature sensor 14, detects an intake air temperature, a speed sensor 24, detects a rotational speed N of the crankshaft 23, a second Temperature sensor 25, which detects a coolant temperature TCO, a combustion chamber pressure sensor 26, the pressure P_BR in the Interior of the cylinder 20, so in the combustion chamber, detected, and the oxygen probe 41, which determines the residual oxygen content of the Exhaust gas detected in the exhaust system 4 and this the measured value the air ratio λ assigns. The air ratio λ is the ratio of the cylinder 20 supplied air mass to the theoretical air requirement for stoichiometric ratios at the injected fuel quantity. The air ratio is thus a characterizing the air / fuel ratio Size.

Ferner ist vorzugsweise ein Drehmomentsensor 28 vorgesehen, der das Drehmoment, das in den einzelnen Zylindern 20, Z2 - Z4 erzeugt wird an der Kurbelwelle 23 erfaßt. Je nach Ausführungsform der Erfindung kann eine beliebige Untermenge der genannten Sensoren oder zusätzliche Sensoren vorhanden sein.Furthermore, a torque sensor 28 is preferably provided, the torque that is in each cylinder 20, Z2 - Z4 generated is detected on the crankshaft 23. Depending on the embodiment The invention may be any subset of be mentioned sensors or additional sensors.

Die Stellgeräte umfassen jeweils einen Stellantrieb und ein Stellglied. Der Stellantrieb ist ein elektromotorischer Antrieb, eine elektromagnetischer Antrieb oder ein weiterer dem Fachmann bekannter Antrieb. Die Stellglieder sind als Drosselklappe 10, als Einspritzventil 15, als Zündkerze 34 oder als eine Einrichtung zum Verstellen des Ventilhubs der Ein- oder Auslaßventile 30, 31 oder als elektromechanische Aktuatoren zum Steuern des Ventilhubs der Ein- und Auslaßventile 30, 31 ausgebildet. Auf die Stellgeräte wird im folgenden mit dem jeweils zugeordneten Stellglied bezug genommen.The actuators each include an actuator and a Actuator. The actuator is an electric motor drive, an electromagnetic drive or another dem Professional known drive. The actuators are called throttle 10, as an injection valve 15, as a spark plug 34 or as a means for adjusting the valve lift of the or exhaust valves 30, 31 or as electromechanical actuators for controlling the valve lift of the intake and exhaust valves 30, 31 formed. On the actuators will in the following with taken the respective associated actuator reference.

Falls zum Einstellen der Luftmasse in den Zylindern 20, Z2 - Z4 ein oder mehrere Einrichtungen zum Verstellen des Ventilhubes der Ein- oder Auslaßventile 30, 31 oder elektromechanischen Aktuatoren vorgesehen sind, so kann gegebenenfalls auf die Drosselklappe 10 verzichtet werden. Die Steuereinrichtung 6 ist vorzugsweise als elektronische Motorsteuerung ausgebildet. Sie kann jedoch auch mehrere Steuergeräte umfassen, die elektrisch leitend miteinander verbunden sind, so z. B. über ein Bussystem.If for adjusting the air mass in the cylinders 20, Z2 - Z4 one or more means for adjusting the valve lift the intake or exhaust valves 30, 31 or electromechanical Actuators are provided so may optionally the throttle valve 10 are dispensed with. The control device 6 is preferably designed as an electronic engine control. However, it may also include multiple controllers that are electrically connected to each other, such. B. over a bus system.

In Figur 2 ist ein Ablaufdiagramm eines Verfahrens zum Steuern der Brennkraftmaschine dargestellt, das eine Gleichstellung der Zylinder 20, Z2 bis Z4 bewirkt. Das Programm ist in der Steuereinrichtung 6 gespeichert und wird dort abgearbeitet. Das Programm kann entweder in vorgegebenen Zeitabständen während des Betriebs der Brennkraftmaschine oder in vorgegebenen Betriebszuständen der Brennkraftmaschine abgearbeitet werden. Ein derartiger Betriebszustand kann beispielsweise ein stationärer Teillastbetrieb oder ein Leerlauf sein oder dadurch charakterisiert sein, daß die Kühlmitteltemperatur TCO einen vorgegebenen Schwellenwert überschreitet.FIG. 2 is a flowchart of a method for controlling the internal combustion engine shown, the equality the cylinder 20, Z2 to Z4 causes. The program is in the control device 6 is stored and processed there. The program can either be at predetermined intervals during operation of the internal combustion engine or in predetermined Operating conditions of the internal combustion engine processed become. Such an operating state can, for example be a stationary partial load operation or an idling or be characterized in that the coolant temperature TCO exceeds a predetermined threshold.

In einem Schritt S1 wird das Programm gestartet. In einem Schritt S2 wird das Luftverhältnis λ zylinderindividuell bestimmt, was durch das mit i indizierte λ dargestellt ist. Dabei wird mindestens einmal für jeden Zylinder 20, Z2 bis Z4 das diesen zuordenbare Luftverhältnis λi berechnet, das dann ein Maß ist für das jeweilige Luft-/Kraftstoff-Verhältnis in dem jeweiligen Zylinder 20, Z2 bis Z4. Erfindungsgemäß erfolgt die zylinderindividuelle Bestimmung des Luftverhältnises λi für jeden Zylinder gemittelt über mehrere Arbeitsspiele.In a step S1, the program is started. In a step S2, the air ratio λ is determined individually for each cylinder, which is represented by the λ indicated by i. In this case, at least once for each cylinder 20, Z2 to Z4, the air ratio λ i attributable to them is calculated, which is then a measure for the respective air / fuel ratio in the respective cylinder 20, Z2 to Z4. According to the invention, the cylinder-specific determination of the air ratio λ i for each cylinder averaged over several cycles.

In einem Schritt S3 wird ein erster Korrekturwert K1i für jeden der Zylinder 20, Z2 bis Z4 abhängig von dem dem jeweiligen Zylinder zugeordneten Luftverhältnis λi und einen Sollwert λsp des Luftverhältnis ermittelt. Der Sollwert λsp kann beispielsweise gleich eins sein, um ein stöchiometrische Luft-/Kraftstoff-Gemisch in den Zylindern 20, Z2 bis Z4 zu gewährleisten. Der erste Korrekturwert K1i wird verwendet in dem in Figur 3 dargestellten Programm zur allgemeinen Steuerung der Brennkraftmaschine und wird weiter unten noch näher beschrieben.In a step S3, a first correction value K1 i for each of the cylinders 20, Z2 to Z4 is determined as a function of the air ratio λ i assigned to the respective cylinder and a desired value λ sp of the air ratio. By way of example, the desired value λ sp may be equal to one in order to ensure a stoichiometric air / fuel mixture in the cylinders 20, Z 2 to Z 4. The first correction value K1 i is used in the program for general control of the internal combustion engine shown in FIG. 3 and will be described in more detail below.

In einem Schritt S4 kann das Programm für eine vorgegebene Zeitdauer in einen Wartezustand verharren oder alternativ direkt in den Schritt S5 gehen.In a step S4, the program for a predetermined Duration remain in a wait state or alternatively directly go to step S5.

In dem Schritt S5 wird für jeden Zylinder 20, Z2 bis Z4 das Drehmoment TQi bestimmt, das jeweils durch ihn erzeugt wird. Dazu wird entweder das Meßsignal des Drehmomentsenors 28 oder das Meßsignal des Brennraumdrucksensors 26 ausgewertet oder beispielsweise das Meßsignal des Drehzahlgebers 24. Dabei werden erfindungsgemäß Mittelwerte der auf die jeweiligen Zylinder bezo-genen Drehmomente TQi über mehrere Arbeitsspiele der Brennkraftmaschine ermittelt.In the step S5, for each cylinder 20, Z2 to Z4, the torque TQ i generated respectively by it is determined. For this purpose, either the measurement signal of the torque sensor 28 or the measurement signal of the combustion chamber pressure sensor 26 is evaluated or, for example, the measurement signal of the speed sensor 24. In this case, according to the invention average values of the torques TQ i related to the respective cylinders are determined over several operating cycles of the internal combustion engine.

In einem Schritt S6 wird ein zweiter Korrekturwert K2i einzeln für jeden Zylinder 20, Z2 bis Z4 abhängig von dem jeweils einem Zylinder Z2 bis Z4, 20 zugeordneten Drehmoment TQi und einem durch Mittelung aller Drehmomente TQi berechneten Mittelwert TQ_MV der Drehmomente berechnet. Der zweite Korrekturwert K2i wird verwendet in dem in Figur 3 beschriebenen allgemeinen Programm zum Steuern der Brennkraftmaschine. Das Programm wird anschließend in einem Schritt S7 beendet.In a step S6, a second correction value K2 i is determined individually for each cylinder 20, Z2 calculated to Z4 depending on the particular a cylinder Z2 to Z4, 20 associated torque TQ i and by averaging all torques TQ i calculated average TQ_MV of the torques. The second correction value K2 i is used in the general program for controlling the internal combustion engine described in FIG. The program is subsequently terminated in a step S7.

In einem Schritt S10 (Figur 3) wird ein Hauptprogramm zum Steuern der Brennkraftmaschine gestartet. In einem Schritt S11 wird ein Sollwert TQI_SP des von der Brennkraftmaschine zu erzeugenden Drehmoments abhängig von der Drehzahl N, dem Fahrpedalwert PV und weiteren Betriebsgrößen der Brennkraftmaschine, wie der Kühlmitteltemperatur TCO, und weiteren Drehmomentbeiträgen berechnet, wie zum Beispiel von einer elektronischen Getriebesteuerung oder einer Antriebsschlupfregelung.In a step S10 (Fig. 3), a main program for Control of the internal combustion engine started. In one step S11 becomes a target value TQI_SP of the engine torque to be generated depending on the speed N, the Accelerator pedal value PV and other operating variables of the internal combustion engine, such as the coolant temperature TCO, and others Calculated torque contributions, such as from a electronic transmission control or traction control.

In einem Schritt S12 wird eine Kraftstoffeinspritzzeitdauer TKSTi für das oder die Einspritzventile 15 zylinderindividuell berechnet. Dazu wird für jeden Zylinder 20, Z2 bis Z4 die Kraftstoffeinspritzzeitdauer TKSTi abhängig von dem Sollwert des Drehmoments, dem jeweils zugeordneten ersten Korrekturwert K1i und gegebenenfalls weiteren Größen berechnet. Durch die Abhängigkeit der Kraftstoffeinspritzzeitdauer TKSTi von dem jeweils dem Zylinder 20, Z2 bis Z4 zugeordneten Korrekturwert K1i ist gewährleistet, daß das Luft-/Kraftstoff-Verhältnis in allen Zylindern dem vorgegebenen Sollwert des Luft-/Kraftstoff-Verhältnisses in engen Grenzen angenähert ist. Dadurch können durch Fertigungstoleranzen hervorgerufene unterschiedliche Durchflußmengen des Kraftstoffes in den Einspritzventilen 15 kompensiert werden. In a step S12, a fuel injection time period T KSTi for the one or more injectors 15 is calculated individually for each cylinder. For this purpose, the fuel injection time duration T KSTi is calculated for each cylinder 20, Z2 to Z4 as a function of the setpoint value of the torque, the respectively assigned first correction value K1 i and optionally further variables. The dependence of the fuel injection time period T KSTi on the respective correction value K1 i associated with the cylinder 20, Z2 through Z4 ensures that the air / fuel ratio in all cylinders approximates within narrow limits the predetermined desired value of the air / fuel ratio , As a result, caused by manufacturing tolerances different flow rates of the fuel in the injectors 15 can be compensated.

In einem Schritt S13 wird für jeden einzelnen Zylinder 20, Z2 bis Z4 eine Ventilhubzeitdauer TVHi abhängig von dem Sollwert TQI_SP des Drehmoments, dem dem jeweiligen Zylinder 20, Z2 bis Z4 zugeordneten zweiten Korrekturwert K2i und gegebenenfalls weiteren Größen berechnet. Abhängig von der dem jeweiligen Zylinder zugeordneten Ventilhubzeitdauer TVHi werden dann je nach Ausführungsform der Brennkraftmaschine die Drosselklappe 10 oder elektromechanische Aktuatoren oder die Einrichtung oder die Einrichtungen zum Verstellen der Ventilhubzeiten angesteuert.In a step S13, a valve lift time T VHi is calculated for each individual cylinder 20, Z2 to Z4 as a function of the desired value TQI_SP of the torque, the second correction value K2 i assigned to the respective cylinder 20, Z2 to Z4 and optionally further variables. Depending on the respective cylinder associated Ventilhubzeitdauer T VHi depending on the embodiment of the internal combustion engine, the throttle valve 10 or electromechanical actuators or the means or devices are controlled to adjust the valve lift.

Alternativ kann in dem Schritt S13 auch ein maximaler Ventilhub oder ein Ventilhubverlauf als Steuergröße zum Ansteuern der Einrichtungen zum Verstellen des Ventilhubverlaufs ermittelt werden.Alternatively, in step S13, a maximum valve lift or a Ventilhubverlauf as a control variable for driving the means for adjusting the Ventilhubverlaufs determined become.

Durch die Abhängigkeit der Ventilhubzeitdauer TVHi von dem dem jeweiligen Zylinder zugeordneten zweiten Korrekturwert K2i ist gewährleistet, daß die in den jeweiligen Zylindern erzeugten Drehmomente gleich sind.By the dependence of the valve lift time T VHi of the respective cylinder associated second correction value K2 i ensures that the torques generated in the respective cylinders are the same.

Durch die Schritte S12 und S13 ist somit vorteilhafterweise gewährleistet, daß sowohl das Luft-/Kraftstoff-Verhältnis in jedem Zylinder 20, Z2 bis Z4 der Brennkraftmaschine dem vorgegebenen Sollwert entspricht als auch das in den jeweiligen Zylindern erzeugte Drehmoment gleich ist. Dadurch ist einerseits ein effizienter und schonender Betrieb des Katalysators 14 mit einer entsprechenden Emmissionsreduktion gewährleistet und andererseits ein hoher Fahrkomfort eines Fahrzeugs gewährleistet, in dem die Brennkraftmaschine angeordnet ist. In einem Schritt S14 wird das Programm beendet. Das Programm gemäß Figur 3 wird vorzugsweise in vorgegebenen Zeitabständen oder abhängig von der Drehzahl N aufgerufen.By steps S12 and S13 is thus advantageously Ensures that both the air / fuel ratio in each cylinder 20, Z2 to Z4 of the internal combustion engine the predetermined Setpoint corresponds as well as in the respective Cylinders torque is equal. This is on the one hand an efficient and gentle operation of the catalyst 14 ensured with a corresponding emission reduction and on the other hand ensures a high level of ride comfort of a vehicle, in which the internal combustion engine is arranged. In In a step S14, the program is ended. The program according to FIG. 3 is preferably at predetermined time intervals or depending on the speed N called.

Figur 4 zeigt ein weiteres Verfahren zum Gleichstellen der Zylinder. Die Schritte S1 bis S4 sind identisch zu den entsprechenden Schritten in Figur 2. In einem auf den Schritt S4 folgenden Schritt S17 wird einzelnen für jeden Zylinder 20, Z2 bis Z4 die dem jeweiligen Zylinder zugeordnete Drehzahl Ni bestimmt. Dabei wird beispielsweise jeweils die Drehzahl während des Expansionstaktes des jeweiligen Zylinders oder in einem darauf folgenden Takt oder Segment bestimmt. Ein Segment ist bestimmt durch den zeitlichen Abstand der oberen Totpunkte zweier Zylinder die in der Zündfolge aufeinander folgen.FIG. 4 shows a further method for equalizing the cylinders. The steps S1 to S4 are identical to the corresponding steps in FIG. 2. In a step S17 following the step S4, the speed N i assigned to the respective cylinder is determined individually for each cylinder 20, Z2 to Z4. In each case, for example, the rotational speed during the expansion stroke of the respective cylinder or in a subsequent cycle or segment is determined. A segment is determined by the time interval of the top dead centers of two cylinders following each other in the firing order.

In einem Schritt S18 wird für jeden Zylinder 20, Z2 bis Z4 einzelnen ein Laufunruhewert LUi abhängig von der für den jeweiligen Zylinder 17 bestimmten Drehzahl Ni bestimmt. Als besonders vorteilhaft hat sich hierbei eine Abhängigkeit von der dritten Potenz der jeweiligen Drehzahl Ni erwiesen. Die Laufunruhe ist dabei ein Maß für Unterschiede zwischen den in den Zylindern erzeugten Drehmomenten. Alternativ können die Laufunruhewerte LUi auch abhängig von einer dem jeweiligen Zylinder zugeordneten Änderung der Drehzahl Ni ermittelt werden.In a step S18, for each cylinder 20, Z2 to Z4 individual, a rough-running value LU i is determined as a function of the speed N i determined for the respective cylinder 17. In this case, a dependence on the third power of the respective rotational speed N i has proved to be particularly advantageous. The uneven running is a measure of differences between the torques generated in the cylinders. Alternatively, the rough-running values LU i can also be determined as a function of a change in the rotational speed N i assigned to the respective cylinder.

In einem Schritt S19 wird der zweite Korrekturwert K2i einzelen für jeden Zylinder abhängig von dem jeweiligen Laufunruhewert LUi ermittelt. Dies erfolgt im Sinne einer Angleichung der von den einzelnen Zylindern erzeugten Drehmomente. Bei einem vorhandenen Drehmomentsensor 28 kann für jeden Zylinder einzeln auch eine Abweichung des individuellen Drehmoments von dem über alle Zylinder gemittelte Drehmoment berechnet werden und dann der zweite Korrekturwert K2i abhängig von dieser Abweichung berechnet werden.In a step S19, the second correction value K2 i is determined individually for each cylinder as a function of the respective rough running value LU i . This takes place in the sense of an approximation of the torques generated by the individual cylinders. For an existing torque sensor 28, a deviation of the individual torque from the torque averaged over all cylinders can be calculated individually for each cylinder and then the second correction value K2 i can be calculated as a function of this deviation.

Ein entsprechendes Vorgehen ist auch bei Vorhandensein eines Brennraumdrucksensors 26 vorteilhaft. In einem Schritt S20 wird das Programm dann beendet.A similar procedure is also in the presence of a Combustion chamber pressure sensor 26 advantageous. In a step S20 then the program is terminated.

Besonders vorteilhaft ist, wenn das Stellglied zum Einstellen der den Zylinder 20, Z2 bis Z4 zuzuführenden Luftmasse die Einlaßventile 30 sind. Dadurch ist gewährleistet, daß die jeweilige Luftmasse in den Zylindern mit sehr hoher zeitlicher Auflösung und einer äußerst geringen Totzeit eingestellt werden kann.It is particularly advantageous if the actuator for adjusting the cylinder 20, Z2 to Z4 supplied air mass the Inlet valves 30 are. This ensures that the respective Air mass in the cylinders with very high temporal Resolution and a very low dead time can be set can.

Claims (7)

  1. Method for controlling an internal combustion engine having a plurality of cylinders (20,Z2,Z3,Z4) which are assigned at least one fuel injection valve (15) and at least one actuator for setting the air mass to be supplied to the cylinders, there being provided at least one sensor for detecting a variable characterizing the air/fuel ratio in the individual cylinders (20,Z2,Z3,Z4) and at least one sensor for detecting a variable characterizing the torque which is generated in the individual cylinders (20,Z2,Z3,Z4), with the following successive steps:
    the variable characterizing the air/fuel ratio is determined individually for each cylinder, specifically averaged over a plurality of work cycles,
    the activation of the at least one fuel injection valve (15) is corrected individually for each cylinder as a function of the quantity which is detected individually for each cylinder and characterizes the air/fuel ratio and of a desired value of the variable which characterizes the air/fuel ratio,
    the variable characterizing the torque is determined for each cylinder, specifically averaged over a plurality of work cycles,
    the activation of the at least one actuator for setting the air mass is corrected individually for each cylinder as a function of the detected value of the variable characterizing the torque and with the effect of assimilating the torques generated by the individual cylinders (20,Z2,Z3,Z4).
  2. Method according to Claim 1, characterized in that the variable characterizing the torque is the torque.
  3. Method according to Claim 1, characterized in that the variable characterizing the torque is the combustion space pressure (P_BR).
  4. Method for controlling an internal combustion engine having a plurality of cylinders which are assigned at least one fuel injection valve (15) and at least one actuator for setting the air mass to be supplied to the cylinders (20,Z2,Z3,Z4), there being provided at least one sensor for detecting a variable characterizing the air/fuel ratio in the individual cylinders and at least one sensor for detecting a variable which is characteristic of differences between the torques generated in the cylinders (20,Z2,Z3,Z4), with the following successive steps:
    the variable characterizing the air/fuel ratio is determined individually for each cylinder, specifically averaged over a plurality of work cycles,
    the activation of the at least one fuel injection valve (15) is corrected individually for each cylinder as a function of the variable which is detected individually for each cylinder and which characterizes the air/fuel ratio and of a desired value of the variable which characterizes the air/fuel ratio,
    the variable which is characteristic of differences between the torques generated in the cylinders (20,Z2,Z3,Z4) is determined for each cylinder, specifically averaged over a plurality of work cycles,
    the activation of the at least one actuator for setting the air mass is corrected individually for each cylinder as a function of the variable which is characteristic of differences between the torques generated in the cylinders (20,Z2,Z3,Z4), specifically with the effect of assimilating the torques generated by the individual cylinders (20,Z2,Z3,Z4).
  5. Method according to Claim 4, characterized in that the variable which is characteristic of differences between the torques generated in the cylinders (20, Z2, Z3, Z4) is derived from the rotational speed (N) of the crankshaft (23).
  6. Method according to Claim 4, characterized in that the variable which is characteristic of differences between the torques generated in the cylinders (20,Z2,Z3,Z4) is derived from a measurement signal of a combustion space pressure sensor (26).
  7. Method according to one of the preceding claims, characterized in that the actuator for setting the air mass to be supplied to the cylinders (20,Z2,Z3,Z4) is a gas exchange valve.
EP00945597A 1999-09-30 2000-06-07 Method for controlling an internal combustion engine Expired - Lifetime EP1216352B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19947037 1999-09-30
DE19947037A DE19947037C1 (en) 1999-09-30 1999-09-30 Control method for multi-cylinder IC engine
PCT/DE2000/001846 WO2001023733A1 (en) 1999-09-30 2000-06-07 Method for controlling an internal combustion engine

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EP1216352A1 EP1216352A1 (en) 2002-06-26
EP1216352B1 true EP1216352B1 (en) 2005-08-17

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US (1) US6619262B2 (en)
EP (1) EP1216352B1 (en)
DE (2) DE19947037C1 (en)
WO (1) WO2001023733A1 (en)

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US20020121268A1 (en) 2002-09-05
DE50010987D1 (en) 2005-09-22
EP1216352A1 (en) 2002-06-26
DE19947037C1 (en) 2000-10-05
WO2001023733A1 (en) 2001-04-05
US6619262B2 (en) 2003-09-16

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