EP2556230B1 - Procédé permettant d'adapter la quantité d'injection effective, dispositif d'injection et moteur à combustion interne - Google Patents

Procédé permettant d'adapter la quantité d'injection effective, dispositif d'injection et moteur à combustion interne Download PDF

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Publication number
EP2556230B1
EP2556230B1 EP11714253.9A EP11714253A EP2556230B1 EP 2556230 B1 EP2556230 B1 EP 2556230B1 EP 11714253 A EP11714253 A EP 11714253A EP 2556230 B1 EP2556230 B1 EP 2556230B1
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EP
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Prior art keywords
injection
internal combustion
combustion engine
test
cycle
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EP11714253.9A
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German (de)
English (en)
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EP2556230A1 (fr
Inventor
Hui Li
Christian Hauser
Joachim Engelmann
Armin Stolz
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Continental Automotive GmbH
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Continental Automotive GmbH
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D41/2438—Active learning methods
    • 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
    • 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
    • F02D41/247—Behaviour for small quantities
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections

Definitions

  • the present invention relates to a method for adjusting the actual injection quantity of an injector of an internal combustion engine to the desired injection quantity according to the preamble of patent claim 1.
  • the invention further relates to an injection device and an internal combustion engine.
  • the inventive method is particularly applicable to internal combustion engines with so-called common rail injections, in which a plurality of - typically all - injectors are supplied with a common fuel line, which is under a substantially uniformly high pressure.
  • the injection quantities to be injected into each cylinder of the internal combustion engine at the beginning of a power stroke are typically primarily metered in that the injection valves or injectors are activated with a shorter or longer selected activation duration during which these injection valves are opened and fuel is injected into the respective cylinder let it penetrate.
  • a need for adapting actually injected injection quantities to desired injection quantities dependent on a respective operating state of the internal combustion engine results, in particular, from changes with time of properties of the injection valves or injectors.
  • signs of wear or deposits can lead to injection parameters, such as the actual opening duration or the actual opening degree of the injection valves, and thus the actual injection quantity changing during the service life of the injection valves.
  • the injection system of an internal combustion engine must be able to inject a defined amount of fuel exactly over the entire lifetime of a corresponding injection valve. Therefore, very high demands are made on the stability and accuracy of the injection.
  • the procedure is such that during a phase (fuel shut-off phase) during which no injection takes place, a test injection pulse is realized and the acceleration of the engine speed caused thereby is determined and used as an indication of the actually injected fuel quantity. On the basis of the determined actually injected fuel quantity then the Control data of the injector of the internal combustion engine corrected.
  • a method having the features of the preamble of claim 1 is known from DE 10 2005 052 024 A1 known.
  • an injection pulse period of initially 3 injections is set to a uniform injection period which is the same as that of the preliminary learning mode, and a reference injection pulse period of the fourth injection is set to a corresponding value.
  • the injection pulse period of the fourth injection is accurately adjusted according to a change in the engine speed.
  • a difference between the adjusted injection pulse duration and the reference injection pulse duration is stored as a correction amount of a change point learning 1 mode in a storage device.
  • From the DE 197 00 711 A1 is a method for compensating the systematic failure of injectors for a Internal combustion engine is known in which by means of a cylinder-selective measurement method for detecting the uneven running in the lower speed range of the internal combustion engine, the actual injected fuel quantities are determined and from each a cylinder-specific correction factor is calculated and stored. At higher speeds and loads, the injection time and / or the injection start angle is then changed individually for each cylinder on account of the correction factors, thereby improving the smooth running of the internal combustion engine.
  • the present invention has for its object to provide a method of the type described above, with a particularly rapid correction or adaptation of the control data of an injector of an internal combustion engine is possible.
  • an online adaptation of at least one injection control parameter is thus carried out.
  • the actual injected fuel quantity is not detected during a phase (fuel cut-off phase) during which no injection takes place, but during the normal fired operating state of the internal combustion engine (during the normal ignition phase) is determined and corrected.
  • the method is suitable for all types of vehicles, since the normal fired operating state is always present.
  • Correction of the drive data of the injector can be carried out very quickly.
  • the detection of the injected fuel quantity is performed by a comparison of a normal injection cycle with a test cycle corresponding to the normal injection cycle and at least one additional defined test pulse.
  • an injection configuration is set in particular, which has alternating injection patterns with and without test pulses.
  • the normal injection cycle is specified here by the request of the driver or a control unit.
  • the test cycle is a copy of the normal injection cycle with one or more additional test pulses. Both cycles are compared with each other, the difference between the two cycles being an indication of the amount of fuel injected. Absolute fuel quantities can be determined with this method.
  • the detection of the actually injected amount of fuel during an idle phase of the internal combustion engine and / or in the disengaged state thereof is performed.
  • the detection in the disengaged state avoids a corresponding calibration effort for different transmission types.
  • the test cycle is performed as a copy of the configuration of the normal injection cycle established by the speed control with at least one additional defined test pulse by "freezing" the speed control for the test cycle at least in one segment.
  • This is preferably done when the Internal combustion engine is in a control phase of a steady idle speed, ie at least the injection parameters in the test segment correspond to the parameters of the last combustion cycle, apart from the defined test injection pulse.
  • the parameters for other segments are copied from the previous cycle.
  • the injection cycle is preferably divided into n-segments, and the amount of fuel injected by the test pulse is determined from the difference of the speed or acceleration signal of the first n-segments and of the subsequent n-segments.
  • n preferably corresponds to the number of cylinders.
  • a combustion signal for the test pulse is determined by comparing the speed or acceleration signal before and after the test pulse, which corresponds to the effect achieved by the test pulse or the corresponding combustion.
  • a statistically significant value is obtained from a plurality of combustion signals.
  • the actual injected fuel quantity is then determined from the combustion signal or the statistically relevant value of the combustion signals.
  • the drive data of the injector or of the injectors of the internal combustion engine are then corrected or adjusted such that the defined fuel quantity or nominal fuel quantity is injected exactly over the service life of the injector.
  • the invention further relates to an injection device for an internal combustion engine, which comprises a control for injection valves of the internal combustion engine, wherein the controller programmatically designed to carry out a method described above. Furthermore, the invention relates to an internal combustion engine comprising such an injection device.
  • FIG. 1 shows the injection configurations at idle speed with and without test pulse.
  • the normal injection cycle is defined by the idle speed control.
  • the injection test cycle performed is a copy of the injection configuration during the normal injection cycle (ie injection times, injection position, etc.) with an additional test pulse. This means that the idle speed control is "frozen" for the test cycle, ie that the injection parameters of all injection pulses correspond to the parameters of the last combustion cycle, apart from the defined test injection pulse.
  • one combustion cycle has four segments.
  • the difference between the first four segments and the subsequent four segments corresponds exactly to the test pulse.
  • the combustion generated by the test pulse can be determined or calculated.
  • test pulses are performed at idle speed.
  • FIG. 1 On the left side, the injection pattern in the normal cycle (with active control) and on the right side shows the injection pattern in the test cycle (with "frozen” control) over four segments each. In contrast to the normal cycle, there is a test pulse in segment 0. Incidentally, identical parameters exist for identical segments.
  • FIG. 2 shows a schematic representation of a curve representing an example of a calculated from a test pulse acceleration signal N DF.
  • a test pulse in the segment 0 is delivered and realized.
  • the acceleration and deceleration of the crankshaft can be detected in segments 2 and 3.
  • By comparing the acceleration signal before and after the test pulse of the be determined by the test pulse generated "effect" or the combustion caused thereby.
  • SIG_CMB a 1 ⁇ N_DF 0 + a 2 ⁇ N_DF 1 + a 3 ⁇ N_DF 2 + a 4 ⁇ N_DF 3 Sum of N_DF after test pulse - a 5 ⁇ N_DF 0 + a 6 ⁇ N_DF 1 + a 7 ⁇ N_DF 2 + a 8th ⁇ N_DF 3 Sum of N_DF before test pulse
  • N_DF (0) to N_DF (3) represent the acceleration values to be assigned to the segments 0-3.
  • the values a 1 ... a 8 represent weighting parameters that are configured according to the occurrence of the acceleration and deceleration in the corresponding segment.
  • FIG. 3 shows the combustion signal SIG CMB calculated according to the previous equation for the different test pulses, which was determined according to the described method.
  • filtering or averaging techniques may find application. By simple averaging after excluding the maximum and minimum, the statistical combustion value sig_cmb_mean can be calculated.
  • FIG. 4 shows, purely by way of example, the relationship between calculated combustion values CMB_STC and the respective actually injected fuel quantity MF for a pressure of 80 MPa.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (11)

  1. Procédé pour adapter la quantité effectivement injectée par un injecteur dans un moteur à combustion interne à la quantité d'injection de consigne, dans lequel l'accélération de l'arbre à cames qui résulte d'une impulsion d'injection de test est détectée dans le signal de vitesse de rotation du moteur à combustion interne pour ainsi déterminer la quantité de carburant injecté par l'injecteur,
    les données de commande de l'injecteur du moteur à combustion interne étant corrigées sur la base de la quantité injectée de carburant qui a été déterminée,
    la quantité de carburant injectée par l'injecteur étant détectée et corrigée par une impulsion d'injection de test qui correspond à une impulsion formée en plus de l'injection normale dans un état de fonctionnement dans lequel le moteur à combustion interne est alimenté normalement,
    caractérisé en ce que
    la détection est réalisée par une comparaison entre un cycle d'injection normal et un cycle de test qui correspond au cycle d'injection normal auquel est ajoutée au moins une impulsion de test définie.
  2. Procédé selon la revendication 1, caractérisé en ce que la détection est réalisée pendant une phase de fonctionnement à vide du moteur à combustion interne.
  3. Procédé selon les revendications 1 ou 2, caractérisé en ce que la détection est réalisée pendant que le moteur à combustion interne est débrayé.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que le cycle de test est exécuté comme copie d'une configuration du cycle d'injection normal dans au moins un segment et dans au moins une impulsion de test supplémentaire définie.
  5. Procédé selon la revendication 4, caractérisé en ce que le cycle de test est exécuté comme copie de la configuration du cycle d'injection normal défini par la commande de la vitesse de rotation du moteur, en particulier la commande de la vitesse de rotation à vide, avec au moins une impulsion supplémentaire de test définie, en bloquant pendant le cycle de test la commande de vitesse de rotation et en particulier la commande de la vitesse de rotation à vide.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que le cycle d'injection est divisé en n segments et en ce que la quantité de carburant injectée par l'impulsion de test est déterminée comme différence entre le signal de vitesse de rotation ou le signal d'accélération des n premiers segments et ceux des n segments qui suivent.
  7. Procédé selon l'une des revendications 1 à 6, caractérisé en ce qu'un signal de combustion de l'impulsion de test est déterminé par comparaison entre le signal de vitesse de rotation ou le signal d'accélération avant et après l'impulsion de test.
  8. Procédé selon la revendication 7, caractérisé en ce qu'une valeur statistiquement significative, en particulier la valeur moyenne, est obtenue à partir de plusieurs signaux de combustion.
  9. Procédé selon les revendications 7 ou 8, caractérisé en ce qu'à partir du signal de combustion ou de la valeur statistiquement significative des signaux de combustion, la quantité de carburant effectivement injectée est déterminée.
  10. Ensemble d'injection pour moteur à combustion interne qui comporte une commande des soupapes d'injection du moteur à combustion interne, la commande étant configurée pour mettre en oeuvre par programmation un procédé selon l'une des revendications 1 à 9.
  11. Moteur à combustion interne comprenant un ensemble d'injection selon la revendication 10.
EP11714253.9A 2010-04-09 2011-04-06 Procédé permettant d'adapter la quantité d'injection effective, dispositif d'injection et moteur à combustion interne Active EP2556230B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010014320.0A DE102010014320B4 (de) 2010-04-09 2010-04-09 Verfahren zum Anpassen der tatsächlichen Einspritzmenge, Einspritzvorrichtung und Brennkraftmaschine
PCT/EP2011/055306 WO2011124584A1 (fr) 2010-04-09 2011-04-06 Procédé permettant d'adapter la quantité d'injection effective, dispositif d'injection et moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2556230A1 EP2556230A1 (fr) 2013-02-13
EP2556230B1 true EP2556230B1 (fr) 2017-06-14

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US (1) US9074547B2 (fr)
EP (1) EP2556230B1 (fr)
CN (1) CN102812225B (fr)
DE (1) DE102010014320B4 (fr)
WO (1) WO2011124584A1 (fr)

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DE102010014320B4 (de) 2010-04-09 2016-10-27 Continental Automotive Gmbh Verfahren zum Anpassen der tatsächlichen Einspritzmenge, Einspritzvorrichtung und Brennkraftmaschine
DE102010024568B4 (de) 2010-06-22 2015-12-10 Continental Automotive Gmbh Erfassungsverfahren und Adaptionsverfahren einer von einem Injektor eingespritzten Kraftstoffmenge sowie dazugehörige Steuereinheit und Kraftfahrzeug
DE102010043989B4 (de) 2010-11-16 2020-06-25 Continental Automotive Gmbh Adaptionsverfahren eines Injektors einer Brennkraftmaschine
GB2495755A (en) * 2011-10-20 2013-04-24 Gm Global Tech Operations Inc Correction of fuel injection timings in an internal combustion engine
DE102013207555B3 (de) * 2013-04-25 2014-10-09 Continental Automotive Gmbh Verfahren zur Einspritzmengenadaption
DE102013208268B4 (de) * 2013-05-06 2018-05-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Einspritzvorrichtung
US9435289B2 (en) 2014-04-01 2016-09-06 GM Global Technology Operations LLC Systems and methods for minimizing throughput
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Also Published As

Publication number Publication date
CN102812225B (zh) 2015-11-25
EP2556230A1 (fr) 2013-02-13
US9074547B2 (en) 2015-07-07
CN102812225A (zh) 2012-12-05
DE102010014320B4 (de) 2016-10-27
WO2011124584A1 (fr) 2011-10-13
DE102010014320A1 (de) 2011-10-13
US20130024098A1 (en) 2013-01-24

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