EP2754878A1 - Procédé de fonctionnement d'un moteur à combustion - Google Patents

Procédé de fonctionnement d'un moteur à combustion Download PDF

Info

Publication number
EP2754878A1
EP2754878A1 EP13151336.8A EP13151336A EP2754878A1 EP 2754878 A1 EP2754878 A1 EP 2754878A1 EP 13151336 A EP13151336 A EP 13151336A EP 2754878 A1 EP2754878 A1 EP 2754878A1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
course
heat release
energizing
energizing time
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Withdrawn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
EP13151336.8A
Other languages
German (de)
English (en)
Inventor
Gianvito Coppola
Joachim Paul
Sebastian-Paul Wenzel
Roberto SARACINO
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to EP13151336.8A priority Critical patent/EP2754878A1/fr
Publication of EP2754878A1 publication Critical patent/EP2754878A1/fr
Withdrawn legal-status Critical Current

Links

Images

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
    • 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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure

Definitions

  • the invention relates to a method of operating a combustion engine.
  • the invention also relates to a control unit for operating a combustion engine and to a combustion engine comprising such a control unit.
  • a combustion engine comprising a pressure sensor for measuring a pressure signal in a combustion chamber of the combustion engine. Furthermore, the combustion engine comprises an injection valve for injecting fuel into the combustion chamber. Based on the measured pressure signal, a point of injection is determined and then used for influencing the amount of fuel injected into the combustion chamber.
  • the invention solves this object by a method according to claim 1. As well, the invention solves this object by a control unit according to claim 8.
  • the method according to the invention comprises the steps of: injecting fuel with the injection valve into the combustion chamber according to an energizing time, measuring a pressure signal in the combustion chamber with the pressure sensor, determining a first course of a value of an integrated heat release plateau depending on the pressure signal for several energizing times, determining a second course of the value for several energizing times after a given running time of the combustion engine, evaluating a first and a second offset point of the first and the second course, and evaluating a corrected energizing time depending on the first and the second offset point.
  • the invention is able to adjust the energizing time for injecting fuel into the combustion chamber in real-time. This adjustment is carried out depending on the pressure signal within the combustion chamber and therefore based on the actual conditions of the combustion engine. With the invention, a drift of the energizing time due to changes of a device, e.g. due to changes of the performance of the injection valve, over the lifetime of the combustion engine can be compensated. In doing so, the adjustment is carried out for the respective individual item of the combustion engine.
  • the actual energizing time may be determined depending on e.g. the rotational speed of the crankshaft and/or depending on the driver's command and/or depending on the current load of the combustion engine or the like.
  • the corrected energizing time is determined based on the normal evaluation of the actual energizing time.
  • the value of the integrated heat release plateau depends on a heat release rate signal which is derived from the pressure signal.
  • the heat release rate signal may be evaluated using a so-called "schnelles Schu Kunststoff (fast heating rule)". This embodiment allows fast calculations and facilitates the real-time adjustment of the energizing time.
  • Figure 1 shows a schematic block diagram of an embodiment of a combustion engine according to the invention
  • figure 2 shows a schematic time diagram of operating parameters of the combustion engine of figure 1
  • figures 3a to 3c show schematic diagrams of operating parameters of the combustion engine of figure 1
  • figure 4 shows a schematic flow diagram of a method according to the invention
  • figures 5 shows a schematic diagram of a value Vb1 depicted over an energizing time ET for an individual item of the combustion engine of figure 1
  • figure 6 shows a schematic flow diagram of a method according to the invention.
  • FIG 1 one cylinder 10 of a number of cylinders of an internal combustion engine is shown.
  • the combustion engine may be a diesel engine or a gasoline engine and may have e.g. four or six cylinders.
  • a piston 11 is movable in an up- and down direction as shown by arrow 12.
  • the piston 11 is coupled by a connecting rod or the like to a crank shaft 13 so that the up- and down movement of the piston 11 is converted into a rotation of the crank shaft 13 as shown by arrow 14.
  • the cylinder 10 and the piston 11 delimit a combustion chamber 16.
  • An injection valve 17 is allocated to the cylinder 10 such that fuel may be injected into the combustion chamber 16 by the injection valve 17.
  • a pressure sensor 18 is allocated to the cylinder 10 such that the pressure in the combustion chamber 16 may be measured by the pressure sensor 18.
  • the combustion engine may comprise further sensors, e.g. a sensor assigned to the crank shaft 13 for measuring a rotational speed signal N and/or a crank angle ⁇ of the crank shaft 13, and so on.
  • the combustion engine may comprise known functions, e.g. an exhaust gas recirculation, a turbo-charger, a fuel-tank ventilation and the like, with additional sensors.
  • the control unit 20 generates an injection signal TI which is forwarded to the injection valve 17 for driving the injection valve 17 into a state in which fuel is injected by the injection valve 17.
  • the pressure sensor 18 generates a pressure signal P which corresponds to the pressure measured in the combustion chamber 16 and which is input to the control unit 20.
  • a number of other signals IN, OUT are input to the control unit 20 and/or are output from the control unit 20.
  • the rotational speed signal N is forwarded to the control unit 20.
  • FIG. 2 firstly, shows an exemplary injection signal TI of a single engine cycle which is depicted over the crank angle ⁇ of the crank shaft 13. It is noted that the crank angle ⁇ of the crank shaft 13 is similar to and may therefore be replaced by the time t.
  • the injection signal TI comprises a pilot injection PI and a main injection MI.
  • the injection signal TI may, in a modified embodiment, comprise further pilot and/or main injections.
  • the course of the injection signal TI of the pilot injection PI or the main injection MI corresponds to the movement of a valve needle within the injection valve 17.
  • the valve needle starts from a closed position and is moved into an open position in which the fuel is injected into the combustion chamber 16.
  • an energizing time ET the valve needle is moved back into its closed position.
  • the amount of injected fuel depends on the energizing time ET during which the injection valve 17 is in its opened position.
  • the energizing time ET is shown in figure 2 in connection with the main injection MI.
  • figure 2 shows an exemplary pressure signal P which is depicted over the crank angle ⁇ of the crank shaft 13.
  • the pressure signal P corresponds to the injection signal TI and therefore to a single engine cycle.
  • the pressure signal P would have - without any fuel combustion - a sine-wave form due to the up- and down movement of the piston 11 which leads to an increase and a decrease of the pressure within the combustion chamber 16.
  • one wave of such basic pressure signal may be identified using the dotted line.
  • a first exemplary pressure peak PP1 results from the pilot injection PI and a second exemplary pressure peak PP2 results from the main injection MI.
  • figure 2 shows a heat release rate signal HRR which is depicted over the crank angle ⁇ of the crank shaft 13.
  • the heat release rate signal HRR corresponds to the pilot injection PI and the main injection MI.
  • the heat release rate signal HRR may be derived from the pressure signal P.
  • the heat release rate signal HRR may be evaluated using a so-called "schnelles Walker Too (fast heating rule)"; reference is made e.g. to Pischinger, Kraßnig, Taucar, Sams, Thermodynamik der Verbrennungskraftmaschine, Wien, New York, Springer, 1989 .
  • the pressure within the combustion chamber, the volume of the combustion chamber and a so-called "kalorischer Wert (caloric value)” is used to calculate the heat release rate.
  • the heat release rate signal HRR may be evaluated e.g. by the control unit 20.
  • the heat release rate signal HRR comprises a first heat release rate peak HRRP1 which results from the pilot injection PI and the corresponding first pressure peak PP1, and a second heat release rate peak HRRP2 which results from the main injection MI and the corresponding second pressure peak PP2.
  • the first heat release rate peak HRRP1 is located at a crank angle ⁇ a1 and has a value Va1
  • the second heat release rate peak HRRP2 is located at a crank angle ⁇ a2 and has a value Va2.
  • figure 2 shows an integrated heat release signal IHR which is depicted over the crank angle ⁇ of the crank shaft 13.
  • the integrated heat release signal IHR is derived from the heat release rate signal HRR by an integration over the time t. This can be done e.g. by the control unit 20.
  • the integrated heat release signal IHR comprises a first integrated heat release plateau IHRP1 which results from the pilot injection PI and the corresponding first pressure peak PP1 and first heat release rate peak HRRP1.
  • a second integrated heat release plateau may also be present but is not shown in figure 2 .
  • the first integrated heat release plateau IHRP1 is located at a crank angle ⁇ b1 wherein this crank angle e.g. is defined to be present in the middle of the plateau.
  • the first integrated release plateau IHRP1 has a value Vb1.
  • This value Vb1 may be measured as an absolute value, i.e. with reference to a zero line Vb0.
  • the value Vb1 may be measured as a relative value, for example with reference to the starting plateau Vbs of the first integrated release plateau IHRP1.
  • IP -b/a.
  • the extent of the proportionality is dependent on the actual settings of the operating parameters of the combustion engine.
  • FIG 3c a combination of figures 3a and 3b is shown.
  • the value Vb1 of the first integrated heat release plateau IHRP1 of the pilot injection PI is depicted over the energizing time ET of the pilot injection PI.
  • the fuel pressure of each fuel injection of the combustion engine is basically fixed. Due to the fact that there exists - to a large extent - a linear relationship in figures 3a and 3b , there also exists - to a large extent - a linear relationship between the value Vb1 of the first integrated heat release plateau IHRP1 and the energizing time ET.
  • the equation which describes this relationship is therefore also a combination of the equations which describe figure 3a and figure 3b :
  • Vb1 a ⁇ c ⁇ ET + b ⁇ c.
  • Figure 4 relates to a method carried out at an individual item of the combustion engine.
  • the injection signal TI at least including the pilot injection PI as shown in figure 2 , is injected into the combustion chamber 16 of the combustion engine.
  • the injected pilot injection PI has the energizing time ET.
  • the main injection MI may also be present.
  • the pressure signal P is measured by the pressure sensor 18. Due to the pilot injection PI, the pressure signal at least comprises the pressure peak PP1. Then, the heat release rate signal HRR is evaluated from the pressure signal P as described above, e.g. by the control unit 20. Furthermore, the integrated heat release signal IHR is evaluated from the heat release rate signal HRR as described above, e.g. by the control unit 20. In particular, the value Vb1 at the crank angle ⁇ b1 of the first integrated heat release plateau IHRP1 is determined.
  • Step 41 and the evaluations of step 42 are repeated for different energizing times ET with the result of different corresponding values Vb1.
  • the above described method of figure 4 is carried out at different points in time.
  • the method of figure 4 may be carried out for a first time after a running time of e.g. one hour of the combustion engine, then for a second time after a running time of e.g. one thousand hours, then for a third time after a running time of e.g. five thousand hours, and so on.
  • the obtained values Vb1 for the several energizing times ET are stored at least temporarily.
  • these operating parameters may be stored in an operating map e.g. in the control unit 20.
  • Figure 5 shows a diagram of the value Vb1 depicted over the energizing time ET. Insofar, figure 5 relates to figure 3c .
  • a first course 51 is shown which relates to the obtained values Vb1 for the several energizing times ET after a running time of one hour.
  • the first course 51 is also called a nominal course.
  • a second course 52 is shown in figure 5 which relates to the obtained values Vb1 for the several energizing times ET after a running time of one thousand hours.
  • the second course 52 is also called a drifted course.
  • This elongation is also carried out in figure 5 with regard to the two courses 51, 52.
  • the first course 51 yields in an intersection point which is called a first offset point OP1 and the second course 52 yields in an intersection point which is called a second offset point OP2.
  • the difference OPD is stored at least temporarily e.g. within the control unit 20.
  • Figure 6 relates to a method carried out during the operation of the individual item of the combustion engine.
  • a step 61 the individual item of the combustion engine is operating under normal conditions.
  • the energizing time ET for the pilot injection PI is evaluated according to normal dependencies, e.g. depending on the rotational speed N of the crankshaft 14 and/or depending on the driver's command and/or depending on the current load of the combustion engine and so on.
  • step 61 The result of the evaluations of step 61 is an actual energizing time ETact which should be the basis for the actual pilot injection PI.
  • This equation means in other words that the actual energizing time ETact is adjusted by the difference OPD, i.e. a parallel transition 65 is carried out from the actual energizing time ETact into the corrected energizing time ETcorr based on the two offset points OP1, OP2.
  • the corrected energizing time ETcorr is used for the pilot injection PI, i.e. fuel is injected into the combustion chamber 16 according to the corrected energizing time ETcorr.
  • the method of figure 6 may be repeated for all pilot injections PI during the operation of the individual item of the combustion engine. In doing so, the method of figure 6 is based on figure 5 . As a result, the operating parameters of the pilot injections PI, in particular the energizing time ET, are adjusted continuously.
  • the method of figure 4 is repeated again for a third time as described above, the method of figure 6 is adapted afterwards.
  • the method of figure 6 is then based on the first course 51 as shown in figure 5 and a third course which relates to the values of the operating parameters after five thousand hours.
  • figures 5 and 6 relate to the pilot injection PI.
  • the method of figure 6 may also be carried out in connection with any further pilot injection PI and/or any main injection MI.
  • the above description refers to one cylinder of a combustion engine, i.e. the cylinder 10. It is possible to carry out the described methods for every cylinder of the combustion engine. Alternatively, it is possible to apply the described methods not for all, but only for a partial number or only for one of the cylinders. In this case, the resulting adaptation of the injection signal of the applied cylinder/s may be used as a basis to evaluate an adaptation as well for the injection signals of the non-applied cylinders.
  • the pressure sensor 18 must only be present in the one of the cylinders.

Landscapes

  • 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)
EP13151336.8A 2013-01-15 2013-01-15 Procédé de fonctionnement d'un moteur à combustion Withdrawn EP2754878A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13151336.8A EP2754878A1 (fr) 2013-01-15 2013-01-15 Procédé de fonctionnement d'un moteur à combustion

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13151336.8A EP2754878A1 (fr) 2013-01-15 2013-01-15 Procédé de fonctionnement d'un moteur à combustion

Publications (1)

Publication Number Publication Date
EP2754878A1 true EP2754878A1 (fr) 2014-07-16

Family

ID=47563220

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13151336.8A Withdrawn EP2754878A1 (fr) 2013-01-15 2013-01-15 Procédé de fonctionnement d'un moteur à combustion

Country Status (1)

Country Link
EP (1) EP2754878A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2846373A1 (fr) * 2002-10-29 2004-04-30 Peugeot Citroen Automobiles Sa Moteur diesel muni d'un dispositif de controle du debit d'injection de carburant
US20050121000A1 (en) * 2002-04-17 2005-06-09 Claire Vermonet Diesel engine comprising a device for controlling the flow of injected fuel
US7219005B2 (en) * 2003-07-16 2007-05-15 Magneti Marelli Motopropulsion France Sas Method of determining in real time the flow rate characteristic of a fuel injector
US20100089362A1 (en) * 2008-10-09 2010-04-15 Gm Global Technology Operations, Inc. Method to control fuel injector pulsewidth in a compression-ignition engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050121000A1 (en) * 2002-04-17 2005-06-09 Claire Vermonet Diesel engine comprising a device for controlling the flow of injected fuel
FR2846373A1 (fr) * 2002-10-29 2004-04-30 Peugeot Citroen Automobiles Sa Moteur diesel muni d'un dispositif de controle du debit d'injection de carburant
US7219005B2 (en) * 2003-07-16 2007-05-15 Magneti Marelli Motopropulsion France Sas Method of determining in real time the flow rate characteristic of a fuel injector
US20100089362A1 (en) * 2008-10-09 2010-04-15 Gm Global Technology Operations, Inc. Method to control fuel injector pulsewidth in a compression-ignition engine

Similar Documents

Publication Publication Date Title
KR101875303B1 (ko) 내연 기관의 밸브 제어 시간을 식별하기 위한 방법
US9002621B2 (en) Method for correcting injection quantities and/or times of a fuel injector
US10054071B2 (en) Method of operating an internal combustion engine
US7255087B2 (en) Method for controlling an injection system of an internal combustion engine
CN109790789B (zh) 识别内燃机的入口阀行程和出口阀行程相位差的方法
WO2007127713A2 (fr) Procédé et appareil pour déterminer la position d'un piston dans un moteur
JP2008111377A (ja) 燃料噴射制御装置及び燃料供給系の診断方法
CN109555617B (zh) 用于运行内燃机的方法以及用于内燃机的电子控制装置
CN107849994B (zh) 用于识别燃料喷射***的故障部件的方法
US10551236B2 (en) Method for determining an air volume in a combustion chamber of an internal combustion engine
CN107002573B (zh) 用于内燃机的控制器
JP2015155695A (ja) 内燃機関の運転方法
JP2015105654A (ja) 内燃機関シリンダ内の充填量の制御方法および装置
US6877485B2 (en) Method and device for controlling an internal combustion engine
EP1837510A1 (fr) Controleur de moteur a combustion interne
US20170314498A1 (en) System and method for fuel injection control
CN110778407B (zh) 操作内燃机的方法
EP2754878A1 (fr) Procédé de fonctionnement d'un moteur à combustion
US9995235B2 (en) Method and device for monitoring an engine control unit
EP2253820B1 (fr) Dispositif de commande pour un moteur à combustion interne
US10612477B2 (en) Method for calculating a residual gas mass in a cylinder of an internal combustion engine and controller
KR101090796B1 (ko) 내연기관의 실린더 급기량과 최대 흡기 밸브 리프트를 상관시키는 방법 및 장치
JP2016526630A5 (fr)
JP4338475B2 (ja) 燃料壁膜質量の決定方法および装置
EP2754876A1 (fr) Procédé de fonctionnement d'un moteur à combustion

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20130115

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20150117