EP1526267A2 - Méthode et dispositif pour compenser la dérive d'un injecteur dans un moteur à combustion interne à injection directe - Google Patents

Méthode et dispositif pour compenser la dérive d'un injecteur dans un moteur à combustion interne à injection directe Download PDF

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Publication number
EP1526267A2
EP1526267A2 EP04104138A EP04104138A EP1526267A2 EP 1526267 A2 EP1526267 A2 EP 1526267A2 EP 04104138 A EP04104138 A EP 04104138A EP 04104138 A EP04104138 A EP 04104138A EP 1526267 A2 EP1526267 A2 EP 1526267A2
Authority
EP
European Patent Office
Prior art keywords
correction value
values
value
combustion engine
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04104138A
Other languages
German (de)
English (en)
Other versions
EP1526267A3 (fr
Inventor
Ralf Böhnig
Guy-Michel Cloarec
Christian Zimmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Siemens AG
Continental Automotive GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG, Continental Automotive GmbH filed Critical Siemens AG
Publication of EP1526267A2 publication Critical patent/EP1526267A2/fr
Publication of EP1526267A3 publication Critical patent/EP1526267A3/fr
Withdrawn legal-status Critical Current

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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • 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
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2416—Interpolation techniques

Definitions

  • the invention relates to a method and a device for drift compensation of an injector for direct Fuel injection into a cylinder one Internal combustion engine according to the genus of siblings Claims 1 and 10. It is already known that one Control means determines a correction value, the Correction of the injection, in particular a minimum Fuel quantity is used. However, this correction value applies within a range of values of one injection duration dependent operating parameters of the internal combustion engine, For example, the speed, the start of injection or the Rail pressure in a direct injection system such as common rail, Pump nozzle system or the like. Another problem is seen also in that the learned correction value for a complete value range is used. He will always be used when one or more of the injection duration dependent operating parameters of the internal combustion engine within of the relevant value range. A targeted Adaptation for the case when the operating point at the upper or lower limit of the range of values, is not performed.
  • this new one Correction value replaces the previously valid correction value, without for example checking with a test if this new correction value is better suited than the old one Correction value.
  • This can, for example, at a Multiple injection may be significant if a fore or a Post-injection was not properly discontinued. at an unwanted too low or too big Fuel injection can cause adverse operating conditions arise. In particular, unauthorized exhaust and Noise emissions arise, the smoothness of the internal combustion engine impaired, the fuel consumption can be increased or Damage to the internal combustion engine arise.
  • the invention is based on the object, a method or to provide a device that the Injector drift, especially when injecting minimal Fuel quantities more effectively compensated, so that a more accurate fuel injection at all possible Operating conditions can be performed more reliably. This task comes with the characteristics of the sibling Claims 1 and 14 solved.
  • an injector for direct fuel injection in a cylinder of an internal combustion engine or at the device according to the characteristics of the siblings Claims 1 and 14 there is the advantage that in one Range of values of considered at least one Operating point of the internal combustion engine can be set arbitrarily can. For example, in each case a correction value for an operating point at the top, middle and bottom Range of values of the operating parameter can be determined.
  • a correction value for an operating point at the top, middle and bottom Range of values of the operating parameter can be determined.
  • the determined correction values together with their operating points saved and learned with it. Is the Internal combustion engine just stored in such a Operating point, then easily can the associated Correction value read from the memory and for the Correction of the injection duration of the injector can be used.
  • the inventive correction method can for each cylinder of the internal combustion engine individually the Injection quantities are corrected. This will be Series variations of the injectors and also the engines in advantageously automatically compensated. Come in addition, that through the passive interpretation of the system of Calibration effort is significantly reduced.
  • a particularly favorable solution is that the Result for the interpolated correction value subsequently is checked. This ensures that the Corrective action was successful and the new one found Correction value better fits than the old correction value.
  • Another advantage is the correction value in To determine dependence on the beginning of the injection. ever after the start of injection, the pressure conditions change especially in the rail, so that easily a may result in changed injection quantity.
  • the injected amount of fuel can be undesirable also be negatively influenced by the fact that the rail pressure not constant during the determination of the correction value is held. Depending on the volume of the buffer in the High pressure area and the opening time of the injector valve The rail pressure is subject to large fluctuations, the one corresponding negative influence on the determination of the Exercise corrective value.
  • Another advantage is the learning process during the normal driving operation of the vehicle. Thereby is ensured that an optimal correction of Fuel injection can be performed at any time can, even in such cases, if no suitable Correction value should be present.
  • the device is advantageous in a momentary present operating point of the internal combustion engine to a suitable correction value either by interpolation or by reading from the memory to determine and the Correct the injection duration of the injector accordingly.
  • FIG. 1 is a schematic of a Block diagram the basic operation of the inventive method for drift compensation of a Injector shown.
  • the drift compensation is on the Injection system designed adaptable. Its functioning is the example of the rail pressure p_Rail in a Direct injection system, a common rail system explains as a dependent operating parameter of the internal combustion engine the injection duration of the injector and thus the injected Fuel quantity over the railtikine drift of Injectors can affect in an undesirable manner.
  • further operating parameters such as Start of the injection t_Start, the speed U min of the Internal combustion engine, etc. individually or in combination for the Drift compensation to use, as these parameters also the current operating state of the internal combustion engine can influence.
  • FIG. 1 An essential element of the method according to the invention according to Figure 1 is a manager unit 1, which with a appropriate algorithm is formed.
  • the Manager unit 1 essentially has one program-controlled control unit, which later is explained.
  • the manager unit 1 is connected to a memory in which learned correction values together with corresponding correction values Operating point values of considered Operating parameters preferably in the form of a table or a map 2 are stored.
  • the values can for example, according to the order structure of the value range successive sections as correction value vector and Parameter vector be organized or stored. in addition come in each case an analogously organized mean vector and an adaptation number vector.
  • MFMA minimum mass fuel adaptation
  • Mode selection 5 In the method according to the invention are three different possibilities provided by a Mode selection 5 are selectable:
  • the first route leads from the mode selection 5 to the learning mode 3 and concerns the case when a suitable operating point is reached, the learning process can be activated.
  • the corresponding values the map 2 taken and, together with the one at the entrance a and in unit 4 divided into sections Operating parameter value, to a learning mode 3 with Plausibility check given.
  • An acceptable new one Correction value is then, if necessary, indirectly via a Interpolation unit 6, for operating-parameter-dependent Compensation of Injektordrift or for storage ready.
  • the second way concerns the special case that the manager unit 1 targeted first activates a certain section of the value range to there, if necessary without plausibility check, one Determine correction value.
  • the third way leads from mode selection 5 to Interpolation unit 6 and relates to the case that in Operating mode for a current operating point of z. B. 300 bar rail pressure requires an additional correction value but, for example, only in the section 200 to 300 bar, at operating point B_Pkt (e.g., 250 bar), a current one Correction value of 0.4 and in the section 300 to 400 bar, on Operating point 360 bar, another current correction value of 0.6.
  • the correction value for 300 bar can then advantageous from the two closest value pairs be interpolated.
  • the two units 3 and 6 is a unit 4 to Section indexing 4 upstream, with the Value range of a considered operating parameter in Any number of different sizes Sections, for example, ten sections, is divided.
  • a of the unit 4 becomes a current measured value the operating parameter, in our example the rail pressure p_Rail created by a corresponding pressure sensor in recycled form is available.
  • the current measured value to the interpolation unit 6 and can here in the interpolation in a suitable way are processed.
  • the Interpolation unit 6 is then the determined current Correction values or a corresponding offset value can be tapped and can now be used to drift compensation of the injector become. Strictly speaking, this new correction value only applies for one, but representative for the given section Operating point of the internal combustion engine. He can through the Interpolation of adjacent values previously for a similar operating point were stored, almost arbitrary be adjusted exactly.
  • the number of Sections depending on the sensitivity of the drift be set with respect to the operating parameter. Should on the one hand increases the sensitivity of the operating parameter a higher number of sections is selected. Should On the other hand, the dependency is reduced, becomes a lower number of sections selected.
  • the ranges from 0 to 300 bar and from 700 to 1000 bar rail pressure tighter with sections occupied be as the intermediate, possibly completely blank area.
  • the mode selection 5 has the Interpolation unit 6 is activated, so that between two stored adjacent value pairs an optimal new Correction value can be determined. It will takes into account in which part of the section is currently the instantaneous operating point of the internal combustion engine is located.
  • a correction value of 0.4; 0.5 to finally 0.6 are determined.
  • a plausibility check should be a maximum Deviation of 0.3 may be specified.
  • the second determined Correction value of 0.5 deviates only within the allowed Limit from the first determined correction value of 0.4, so that on the one hand 0.5 as a new correction value for this section and, on the other hand, the updated mean from now 0,45 together with the adaptation number (here: 2) is filed.
  • the third is determined Correction value of 0.6 with the current average of 0.45 compared.
  • the new Correction value of 0.6 is thus accepted. From the Mean value of 0.45 with associated adaptation number of 2 and The new correction value 0.6 can then be calculated according to the formula for the arithmetic mean of a new, updated Mean value of 0.5 (with associated adaptation number of 3) be calculated.
  • the result of the determined old and new correction value is available at the output b of the interpolation unit 6 and can be used to control the injector.
  • the system is provided with a manager that monitors the number of correction values for a particular section. If no correction values have been calculated in a section over a longer period of time, this section becomes targeted Adaptation triggered. If this is not possible or not desirable, for example, an internal display can be made that in this area a partially unreliable engine control is given.
  • the process is very simple and fast to perform, so that it is also for the control of an individual cylinder is applicable.
  • FIGS. 2A to 2C show three diagrams with which FIGS aforementioned embodiment of the invention Correction value for compensation of injector drift in Depending on the rail pressure can be determined.
  • Fig. 2A On the y-axis Fig. 2A is the amount of fuel to be injected m_Sprit applied.
  • FIGS. 2A to 2C On the x-axis FIGS. 2A to 2C is the rail pressure p_Rail applied.
  • FIG. 2A is a linear ramp function shown. These include two saw teeth by way of example recognizable, the edge of which increases with increasing time. Of the left sawtooth is the underlying diagram of the figure 2B assigned. In the diagram of Figure 2B is the case considered when the mode selection 5 in the learning mode 3 has switched.
  • the second sawtooth of Figure 2A is the diagram of the figure 2C assigned. Here the case is considered when the mode selection 5 has switched to the interpolation unit 6.
  • the ramp function of Figure 2A is in principle the Operating point of a range of values determined by the Internal combustion engine is currently located and for which the determining correction value for the drift correction of Injector is to be determined.
  • the diagram of Figure 2B is the associated with the first sawtooth of Figure 2A. It shows in the Learning mode 3 as a learning curve a bowl-shaped offset curve, to correct the injection duration of an injection pulse determined and stored in advance using the algorithm has been. Depending on the operating point can now from the curve of FIG 2B the corresponding correction value (offset value) is read become.
  • the diagram is especially for the adaptation a minimum amount of fuel used.
  • Control device 10 In the block diagram of Figure 3 is a Control device 10 is provided, in which the aforementioned Implemented manager with the algorithm of the invention is.
  • the control device 10 has a programmable Calculator with all required units. He is in particular with a program memory 11, a memory 12 for the algorithm and a memory 13 for correction values connected.
  • the correction values are preferably in Form of a table or a map along with stored further associated parameter values.
  • the control device 10 is preferably via a und Control bus 18 connected to at least one injector 14, the at a suitable location of the internal combustion engine 20 in the area a cylinder 17 is arranged.
  • the injector 14 is preferably formed with a piezoelectric actuator, which can be controlled via the data and control bus 18.
  • the injector 14 is at a high pressure line (rail) 16th connected to those under high pressure Fuel, such as gasoline, diesel or gas filled is.
  • Fuel such as gasoline, diesel or gas filled is.
  • the high pressure in the rail 16 is controlled by a Pump 21 is generated.
  • a pressure sensor 19 on the pump 21 or on The rail records the current rail pressure.
  • a knock sensor 15 On the internal combustion engine 20 is further a knock sensor 15 arranged, with the u.a. detects the combustion noise and from this, for example, the beginning of the injection or the actual amount of fuel injected will be determined can.
  • Other sensors such as a speed sensor for Speed detection of the internal combustion engine, etc. are predictable.
  • the system is cylinder-specific and thus enables for example, the compensation of injector scatters.
  • the Realization of the system is generic, that is, it can for the compensation of different, even several Dependencies are used.
  • the adaptation to the respective dependency is purely via calibration.

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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)
EP04104138A 2003-10-21 2004-08-30 Méthode et dispositif pour compenser la dérive d'un injecteur dans un moteur à combustion interne à injection directe Withdrawn EP1526267A3 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE10348913 2003-10-21
DE10348913 2003-10-21
DE10358703 2003-12-15
DE10358703 2003-12-15
DE102004040770 2004-08-23
DE102004040770 2004-08-23

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EP1526267A2 true EP1526267A2 (fr) 2005-04-27
EP1526267A3 EP1526267A3 (fr) 2010-07-28

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006007786B3 (de) * 2006-02-20 2007-06-21 Siemens Ag Verfahren und Vorrichtung zur Abschätzung mindestens eines Steuerparameters einer Einspritzanlage einer Brennkraftmaschine für eine Zieleinspritzmenge
DE102006015968B3 (de) * 2006-04-05 2007-11-08 Siemens Ag Adaptionsverfahren und Adaptionsvorrichtung einer Einspritzanlage einer Brennkraftmaschine
EP1862659A1 (fr) * 2006-05-30 2007-12-05 Peugeot Citroen Automobiles SA Procede et dispositif de correction du debit de l'injection de carburant dit pilote dans un moteur diesel a injection directe du type a rampe commune, et moteur comprenant un tel dispositif
DE102006039378A1 (de) * 2006-08-22 2008-03-13 Bayerische Motoren Werke Ag Verfahren zum Betreiben einer Otto-Brennkraftmaschine
DE102009009270A1 (de) * 2009-02-17 2010-08-19 Continental Automotive Gmbh Kalibrierverfahren eines Injektors einer Brennkraftmaschine
US7861693B2 (en) 2006-02-15 2011-01-04 Continental Automotive Gmbh Injection system for an internal combustion engine, and internal combustion engine
EP2336534A1 (fr) * 2009-12-18 2011-06-22 Delphi Technologies, Inc. Procédé et système pour réajuster le temps d'injection de carburant dans un cylindre de façon individuelle pour un véhicule à moteur
DE102010022269A1 (de) 2010-05-31 2011-12-01 Continental Automotive Gmbh Adaptions-und Einspritzsteuerverfahren eines positionsgeregelten Injektors
CN101747996B (zh) * 2008-12-09 2013-06-05 英菲诺姆国际有限公司 改进油组合物的方法
DE102007000211B4 (de) * 2006-04-06 2014-09-11 Denso Corporation Kraftstoffeinspritzsteuergerät
CN110857666A (zh) * 2018-08-23 2020-03-03 通用汽车环球科技运作有限责任公司 利用补偿学习策略增强发动机部件诊断稳健性的***和方法

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DE102006002738A1 (de) * 2006-01-20 2007-08-02 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP4858345B2 (ja) * 2007-07-25 2012-01-18 株式会社デンソー 燃料噴射制御装置およびそれを用いた燃料噴射システム
JP2012026340A (ja) 2010-07-22 2012-02-09 Denso Corp 筒内噴射式内燃機関の燃料噴射制御装置
US8608127B2 (en) 2011-01-24 2013-12-17 Fluke Corporation Piezoelectric proportional control valve
CA2754137C (fr) 2011-09-30 2012-11-20 Westport Power Inc. Appareil et procede pour l'etalonnage sur place d'un injecteur de carburant de moteur a combustion interne
US9103294B2 (en) 2011-12-02 2015-08-11 Cummins Inc. Fuel drift estimation and compensation for operation of an internal combustion engine
US9255543B2 (en) * 2012-12-14 2016-02-09 Hyundai Motor Company Fuel injection amount compensating method
DE112017000051B4 (de) 2016-06-15 2019-09-05 Cummins Inc. Selektive Kraftstoffzufuhrzeit- und Verbrennungsschwerpunkt-Modulation zur Kompensation einer Einspritzdüsen-Kavitation und Konstanthalten von Motorleistung und Emissionen für Hochgeschwindigkeits-Dieselmotoren mit großen Zylinderbohrungen

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EP1388661A2 (fr) 2002-08-06 2004-02-11 C.R.F. Società Consortile per Azioni Procédé et dispositif de commande de la quantité de carburant injectée dans un moteur à combustion interne, en particulier dans un moteur Diesel à système d'injection à rampe commune

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DE10218552A1 (de) 2001-04-27 2002-10-31 Denso Corp Drehmomentsteuerverfahren für Verbrennungsmotoren mit mehrstufiger Kraftstoffeinspritzung
WO2003031787A1 (fr) 2001-09-27 2003-04-17 Robert Bosch Gmbh Procede, programme informatique et appareil de commande et/ou de regulation permettant de faire fonctionner un moteur a combustion interne, et moteur a combustion interne y relatif
EP1388661A2 (fr) 2002-08-06 2004-02-11 C.R.F. Società Consortile per Azioni Procédé et dispositif de commande de la quantité de carburant injectée dans un moteur à combustion interne, en particulier dans un moteur Diesel à système d'injection à rampe commune

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7861693B2 (en) 2006-02-15 2011-01-04 Continental Automotive Gmbh Injection system for an internal combustion engine, and internal combustion engine
DE102006007786B3 (de) * 2006-02-20 2007-06-21 Siemens Ag Verfahren und Vorrichtung zur Abschätzung mindestens eines Steuerparameters einer Einspritzanlage einer Brennkraftmaschine für eine Zieleinspritzmenge
DE102006015968B3 (de) * 2006-04-05 2007-11-08 Siemens Ag Adaptionsverfahren und Adaptionsvorrichtung einer Einspritzanlage einer Brennkraftmaschine
DE102007000211B4 (de) * 2006-04-06 2014-09-11 Denso Corporation Kraftstoffeinspritzsteuergerät
FR2901848A1 (fr) * 2006-05-30 2007-12-07 Peugeot Citroen Automobiles Sa Procede et dispositif de correction du debit de l'injection de carburant dit pilote dans un moteur diesel a injection directe du type a rampe commune, et moteur comprenant un tel dispositif
EP1862659A1 (fr) * 2006-05-30 2007-12-05 Peugeot Citroen Automobiles SA Procede et dispositif de correction du debit de l'injection de carburant dit pilote dans un moteur diesel a injection directe du type a rampe commune, et moteur comprenant un tel dispositif
DE102006039378A1 (de) * 2006-08-22 2008-03-13 Bayerische Motoren Werke Ag Verfahren zum Betreiben einer Otto-Brennkraftmaschine
CN101747996B (zh) * 2008-12-09 2013-06-05 英菲诺姆国际有限公司 改进油组合物的方法
DE102009009270A1 (de) * 2009-02-17 2010-08-19 Continental Automotive Gmbh Kalibrierverfahren eines Injektors einer Brennkraftmaschine
EP2336534A1 (fr) * 2009-12-18 2011-06-22 Delphi Technologies, Inc. Procédé et système pour réajuster le temps d'injection de carburant dans un cylindre de façon individuelle pour un véhicule à moteur
WO2011073147A1 (fr) * 2009-12-18 2011-06-23 Delphi Technologies, Inc. Procédé et système pour l'installation de paramètres spécifiques d'injecteurs de carburant
DE102010022269A1 (de) 2010-05-31 2011-12-01 Continental Automotive Gmbh Adaptions-und Einspritzsteuerverfahren eines positionsgeregelten Injektors
DE102010022269B4 (de) 2010-05-31 2019-08-01 Continental Automotive Gmbh Adaptionsverfahren eines positionsgeregelten Injektors
CN110857666A (zh) * 2018-08-23 2020-03-03 通用汽车环球科技运作有限责任公司 利用补偿学习策略增强发动机部件诊断稳健性的***和方法
CN110857666B (zh) * 2018-08-23 2022-04-26 通用汽车环球科技运作有限责任公司 利用补偿学习策略增强发动机部件诊断稳健性的***和方法

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US7069138B2 (en) 2006-06-27
US20050085990A1 (en) 2005-04-21
EP1526267A3 (fr) 2010-07-28

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