EP2776694B1 - Method for controlling the fuel supply to an internal combustion engine equipping a motor vehicle - Google Patents
Method for controlling the fuel supply to an internal combustion engine equipping a motor vehicle Download PDFInfo
- Publication number
- EP2776694B1 EP2776694B1 EP12794385.0A EP12794385A EP2776694B1 EP 2776694 B1 EP2776694 B1 EP 2776694B1 EP 12794385 A EP12794385 A EP 12794385A EP 2776694 B1 EP2776694 B1 EP 2776694B1
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- EP
- European Patent Office
- Prior art keywords
- internal combustion
- combustion engine
- torque
- fuel
- motor vehicle
- Prior art date
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- 239000000446 fuel Substances 0.000 title claims description 32
- 238000002485 combustion reaction Methods 0.000 title claims description 30
- 238000000034 method Methods 0.000 title claims description 29
- 238000002347 injection Methods 0.000 claims description 30
- 239000007924 injection Substances 0.000 claims description 30
- 230000004913 activation Effects 0.000 claims description 25
- 230000001133 acceleration Effects 0.000 claims description 17
- 238000001994 activation Methods 0.000 description 22
- 230000006870 function Effects 0.000 description 8
- 238000012937 correction Methods 0.000 description 5
- 238000012544 monitoring process Methods 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 102100027867 FH2 domain-containing protein 1 Human genes 0.000 description 2
- 101001060553 Homo sapiens FH2 domain-containing protein 1 Proteins 0.000 description 2
- 101001012154 Homo sapiens Inverted formin-2 Proteins 0.000 description 2
- 102100030075 Inverted formin-2 Human genes 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- 230000008447 perception Effects 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000013519 translation Methods 0.000 description 1
- 230000002747 voluntary effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3827—Common rail control systems for diesel engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—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
Definitions
- the invention relates to the field of control methods and devices for a fuel supply of an internal combustion engine. It relates to a method of securing the control of a fuel supply of an internal combustion engine fitted to a motor vehicle. It also relates to a device for implementing such a method.
- An internal combustion engine fitted to a motor vehicle comprises injectors which are capable of delivering a given quantity of fuel inside respective cylinders that the internal combustion engine comprises.
- the internal combustion engine is a diesel engine
- such an injection is commonly carried out by means of said injectors which are jointly fueled by means of a common rail, so called according to the English terminology. Saxon common rail.
- the motor vehicle is equipped with a computer to implement a control method so that a given injection (or a given injection time) is operated according to, for example, the engine speed and the driving state. of the accelerator pedal.
- a surveillance strategy commonly implemented is the so-called “zero torque” or “zero torque” strategy. It is based on the assumption that during a survey of the driver's foot, so in the absence of a request for acceleration, we must not observe fuel injection. This strategy is simple to implement and advantageously does not require knowledge of the injection pressure (pressure in the common injection rail). On the other hand, it supposes that indeed, no injection is commanded during these phases of foot-lift. However, with modern engine control methods, these foot-lift phases are often used for operations such as, for example, the registration of injectors or post-injections associated with regeneration strategies for the depollution elements present in the line. 'exhaust.
- continuous torque Another surveillance strategy is called continuous torque, according to the Anglo-Saxon terminology “continuous torque”.
- This strategy is based on an elementary mapping which, at a given engine speed and a given acceleration request (eg translation of the depression state of the accelerator pedal), will associate a maximum torque possible, any value of torque greater than this maximum torque being considered as an indication of a failure of the injection system.
- This permanent check of the motor torque continuity can only be used if there is indeed a torque demand and moreover, for engines powered by a common rail, assumes that the pressure information in this rail (Prail) is known exactly, but this information is not secure.
- the document EP 1.388.661 discloses a control method, said injector resetting strategy which is intended to be applied in the case where the motor vehicle undergoes a constant deceleration phase.
- This injector resetting strategy includes a step of determining a nominal activation time (EN) of the injector involved in said injection as a function of the injection pressure (Prail) and a nominal amount of fuel. required (Qi). It also includes a step of determining a correction activation time (ET) as a function of the injection pressure (Prail) and the cylinder involved in the injection.
- This control method also comprises a step of determining, in the case where the required nominal fuel quantity (Qi) is lower than a predetermined threshold (SQ), a corrected activation time (EC) by correcting said activation time. nominal according to said correction activation time (ET).
- This method finally comprises a step of exciting said injector for a time equal to said corrected activation time (EC).
- An object of the present invention is to propose a variant of the so-called zero torque strategy compatible with a reset of the injectors and independent of the error that may exist on the value of the rail pressure.
- a method of monitoring a fuel supply system of an internal combustion engine (1) comprising at least two injector (3) for injecting a quantity (Q) of fuel into a cylinder, said injectors being fed by a common rail, according to which, in the periods during which no torque request is made, it is checked whether a request for recalibration of the injectors is active, and if this is not the case, it is checked whether the quantity of fuel injected is then zero, or in the case of a request for registration of the injectors active, an injection of fuel only during a time limit such that the injection associated with the registration does not produce an inadvertent acceleration.
- an acceleration will typically be considered untimely when its value is greater than 1.5 ms -2 .
- This limit can be modified according to the presumed sensitivity of the driver (thus on a sporty typed vehicle, the customer is often more able to locate an acceleration not controlled, we can then choose to lower a little this threshold.
- the time limit is calculated assuming that the pressure in the common rail is equal to its limiting pressure for which the system is designed.
- this monitoring method does not require new sensors or redundancy of some computers or sensors, and is independent of the reliability of the information on the pressure in the common rail.
- the subject of the present invention is a method for verifying the control of an injector in a "0 torque"situation; applied to the fuel supply of an internal combustion engine fitted to a motor vehicle.
- This method of checking the control comprises a step of calculating a maximum value of the quantity of fuel to be injected by an injector into a respective cylinder so as not to cause unwanted acceleration.
- the invention tests whether the injected fuel quantity value is zero when the injector reset function is inactive and that this injected fuel value is less than a threshold calculated according to the maximum error on Prail and guaranteeing respect for the non-acceleration untimely.
- the calculation step is placed under the dependence of information relating to an activation state of a brake.
- the quantity is calculated according to a corrected opening time of the injector and a maximum injection pressure.
- the quantity is calculated according to a nominal opening time of the injector and the injection pressure.
- a control device of the present invention is a control device for implementing such a control method which is mainly recognizable in that the control device comprises a computer equipped with a force sensor fitted to the brake.
- the control device advantageously comprises a torque sensor fitted to the internal combustion engine.
- the control device advantageously comprises a pressure sensor equipping a common rail equipping the internal combustion engine.
- a motor vehicle of the present invention is equipped with an internal combustion engine provided with such a control device.
- a motor vehicle is equipped with an internal combustion engine 1 to allow a displacement of the latter.
- the internal combustion engine 1 is preferably a Diesel type engine.
- the internal combustion engine 1 comprises cylinders 2 which are supplied with fuel by respective injectors 3.
- the latter themselves are supplied with fuel by a common rail 4 which jointly delivers the fuel to the injectors 3.
- the common rail 4 is type of those commonly called “common rail” according to the English terminology.
- the common rail 4 is itself supplied with fuel by a high-pressure pump 5 which is interposed on a fuel supply circuit 6 between the common rail 4 and a fuel tank 7.
- the high-pressure pump 5 is suitable to deliver to the common rail the fuel at an injection pressure Prail which can at most reach a maximum injection pressure Pmax which is of the order of 1500 bars.
- the motor vehicle is equipped with a computer 8 which is able to implement a method of controlling a fuel supply of the internal combustion engine 1.
- the computer 8 is for example an electronic control unit equipping the engine. motor vehicle. More particularly, the computer is able to calculate a quantity Q of fuel that each injector 3 must inject inside the cylinder 2 to which the injector 3 is assigned.
- the computer 8 is in relation with the common rail 4 by means of a pressure sensor 9 able to measure and transmit to the computer 8 the Prail injection pressure taken at the common rail 4.
- the computer 8 is also in connection with the internal combustion engine 1 by means of a torque sensor 10 able to measure and transmit to the computer 8 a driving torque C supplied by the internal combustion engine 1.
- the engine torque C transmitted to the computer 8 is zero.
- the computer 8 is advantageously in connection with a force sensor 11 which is able to deliver to the computer 8 INF information relating to an activation state E of a brake 12 fitted to the motor vehicle.
- the brake 12 is a control member accessible to a user of the motor vehicle that is intended to slow down or even stop the motor vehicle, particularly from an action on wheels that includes the motor vehicle.
- the brake 12 is commonly constituted by a pedal operated by means of a foot of the user of the motor vehicle to slow down or even stop the motor vehicle.
- the brake 12 may consist of an equivalent member without departing from the rule of the present invention.
- the brake 12 can be activated according to two distinct states: a first state E1 according to which a bearing on the brake is observed to at least slow down the motor vehicle and a second state E2 according to which no bearing on the brake 12 is noted so as not to slow down the motor vehicle through a voluntary action of the user of the motor vehicle.
- a first state E1 the force sensor 11 transmits to the computer a first information INF1.
- a second state E2 the force sensor 11 transmits to the computer a second information INF2.
- the control method comprises a calculation step 100 which takes into account the information INF relating to the activation state E of the brake 12 to calculate the quantity Q given of fuel to be delivered by each of the injectors 3 corresponding cylinder, as shown schematically on the figure 2 . More particularly, the control method of the present invention is activated if the torque C supplied by the internal combustion engine 1 is zero, that is to say during a deceleration phase of the motor vehicle.
- the quantity Q is calculated as a function of a corrected opening time Tc of the injector 4 and the pressure of maximum injection Pmax.
- the computer determines the quantity Q of fuel to be injected as a function of the corrected opening time Tc of the injector 4 and the maximum injection pressure Pmax.
- the corrected opening time Tc of the injector 4 is a time determined by the computer 8 which corresponds to a maximum opening time of the injector 3 admissible before a perception by the user of an acceleration.
- the quantity Q is calculated as a function of a nominal opening time Tn of the injector 4 and the pressure of Prail injection.
- the nominal opening time Tn of the injector 4 is the running opening time of the injector 4 when the injector 3 receives the fuel at the Prail injection pressure.
- the control method also comprises an injection step 101, which follows the calculation step 100, and during which the calculated quantity Q of fuel is injected inside each cylinder 2 by each corresponding injector 3.
- Such a control method can be implemented under various deceleration conditions of the motor vehicle and / or in phases where the output torque C of the internal combustion engine 1 is zero, such a method making it possible to secure a maximum of one operation of the internal combustion engine 1 and avoiding an unpleasant feeling for the user of the motor vehicle, type of untimely acceleration generated in response to the observed deceleration of the motor vehicle.
- control device 13 which comprises the computer 8, the pressure sensor 9, the torque sensor 10 and the force sensor 11 fitted to the brake 12, such a control device 13 being simple to make and install on the motor vehicle.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
L'invention relève du domaine des procédés de commande et des dispositifs pour une alimentation en carburant d'un moteur à combustion interne. Elle a pour objet un procédé de sécurisation de la commande d'une alimentation en carburant d'un moteur à combustion interne équipant un véhicule automobile. Elle a aussi pour objet un dispositif pour la mise en oeuvre d'un tel procédé.The invention relates to the field of control methods and devices for a fuel supply of an internal combustion engine. It relates to a method of securing the control of a fuel supply of an internal combustion engine fitted to a motor vehicle. It also relates to a device for implementing such a method.
Un moteur à combustion interne équipant un véhicule automobile comprend des injecteurs qui sont aptes à délivrer une quantité donnée de carburant à l'intérieur de cylindres respectifs que comporte le moteur à combustion interne. Dans le cas où le moteur à combustion interne est un moteur Diesel, une telle injection est couramment effectuée par l'intermédiaire desdits injecteurs qui sont conjointement alimentés en carburant par le biais d'une rampe commune, ainsi dénommée d'après la terminologie anglo-saxonne « common rail ». Le véhicule automobile est équipé d'un calculateur pour mettre en oeuvre un procédé de commande de sorte qu'une injection donnée (ou un temps d'injection donné) est opérée en fonction par exemple du régime moteur et de l'état d'enfoncement de la pédale d'accélérateur.An internal combustion engine fitted to a motor vehicle comprises injectors which are capable of delivering a given quantity of fuel inside respective cylinders that the internal combustion engine comprises. In the case where the internal combustion engine is a diesel engine, such an injection is commonly carried out by means of said injectors which are jointly fueled by means of a common rail, so called according to the English terminology. Saxon common rail. The motor vehicle is equipped with a computer to implement a control method so that a given injection (or a given injection time) is operated according to, for example, the engine speed and the driving state. of the accelerator pedal.
Toutefois, s'il se produit un élément du calculateur est défectueux, il y a un risque de commander une injection trop importante qui va entrainer une accélération intempestive du véhicule. Dans la suite de ce document, nous qualifierons d'accélération intempestive une accélération supérieure au égale à 1,5 m.s-2 (dans l'hypothèse où aucune accélération n'est demandée, ou supérieure à l'accélération demandée de plus de 1,5 m.s-2.However, if there is an element of the computer is defective, there is a risk of ordering too much injection that will cause an inadvertent acceleration of the vehicle. In the remainder of this document, we will describe as untimely acceleration an acceleration greater than 1.5 ms -2 (assuming no acceleration is requested, or greater than the requested acceleration of more than 1, 5 ms -2 .
Il est certes possible de minimiser ce risque par une redondance des équipements, mais ceci a un coût très important. Dans l'industrie automobile, la pratique est donc plutôt de doubler la fonction de calcul par une surveillance basique.It is certainly possible to minimize this risk by redundant equipment, but this has a very significant cost. In the automotive industry, the practice is therefore to double the calculation function with basic monitoring.
Une stratégie de surveillance communément mise en oeuvre est la stratégie dite « zéro torque » ou « zéro couple ». Elle repose sur l'hypothèse que lors d'un levé de pied du conducteur, donc en l'absence d'une demande d'accélération, on ne doit pas observer d'injection de carburant. Cette stratégie est simple à mettre en oeuvre et avantageusement ne demande pas la connaissance de la pression d'injection (pression dans le rail commun d'injection). Par contre, elle suppose qu'effectivement, aucune injection ne soit commandée pendant ces phases de levé de pied. Or avec les procédés de contrôle moteur modernes, ces phases de levé de pied sont souvent mises à profit pour des opérations comme par exemple le recalage des injecteurs ou des post-injections associées à des stratégies de régénération des éléments de dépollution présents dans la ligne d'échappement.A surveillance strategy commonly implemented is the so-called "zero torque" or "zero torque" strategy. It is based on the assumption that during a survey of the driver's foot, so in the absence of a request for acceleration, we must not observe fuel injection. This strategy is simple to implement and advantageously does not require knowledge of the injection pressure (pressure in the common injection rail). On the other hand, it supposes that indeed, no injection is commanded during these phases of foot-lift. However, with modern engine control methods, these foot-lift phases are often used for operations such as, for example, the registration of injectors or post-injections associated with regeneration strategies for the depollution elements present in the line. 'exhaust.
Une autre stratégie de surveillance est dite à couple continu, d'après la terminologie anglo-saxonne « continuous torque ». Cette stratégie repose sur une cartographie élémentaire qui, à un régime moteur donné et une demande d'accélération donnée (traduction par exemple de l'état d'enfoncement de la pédale d'accélération), va associer un couple maximum possible, toute valeur de couple supérieure à ce couple maximum étant considérée comme une indication d'une défaillance du système d'injection. Cette vérification permanente de la continuité du couple moteur ne peut être utilisée que s'il existe effectivement une demande de couple et de plus, pour les moteurs alimentés au moyen d'une rampe commune, suppose que l'information sur la pression dans cette rail (Prail) soit connue de façon exacte, or cette information n'est pas sécurisée.Another surveillance strategy is called continuous torque, according to the Anglo-Saxon terminology "continuous torque". This strategy is based on an elementary mapping which, at a given engine speed and a given acceleration request (eg translation of the depression state of the accelerator pedal), will associate a maximum torque possible, any value of torque greater than this maximum torque being considered as an indication of a failure of the injection system. This permanent check of the motor torque continuity can only be used if there is indeed a torque demand and moreover, for engines powered by a common rail, assumes that the pressure information in this rail (Prail) is known exactly, but this information is not secure.
Le document
Ce procédé de commande comprend aussi une étape consistant à déterminer, au cas où la quantité de carburant nominale requise (Qi) est inférieure à un seuil prédéterminé (SQ), un temps d'activation corrigé (EC) en corrigeant ledit temps d'activation nominale en fonction dudit temps d'activation de correction (ET).This control method also comprises a step of determining, in the case where the required nominal fuel quantity (Qi) is lower than a predetermined threshold (SQ), a corrected activation time (EC) by correcting said activation time. nominal according to said correction activation time (ET).
Ce procédé comprend enfin une étape consistant à exciter ledit injecteur pendant un temps égal audit temps d'activation corrigé (EC).This method finally comprises a step of exciting said injector for a time equal to said corrected activation time (EC).
Ladite étape de détermination dudit temps d'activation de correction (ET) comprend les étapes consistant à :
- réaliser, en présence d'une série prédéterminée de conditions de fonctionnement du moteur à combustion interne, une succession d'activations dudit injecteur de temps d'activation augmentant progressivement,
- déterminer une quantité (Acc) se rapportant à un couple de sortie du moteur à combustion interne en réponse à ladite succession d'activations,
- calculer le temps d'activation de correction (ET) en fonction de ladite quantité (Acc) se rapportant au couple de sortie.
- performing, in the presence of a predetermined series of operating conditions of the internal combustion engine, a succession of activations of said activation time injector gradually increasing,
- determining an amount (Acc) relating to an output torque of the internal combustion engine in response to said succession of activations,
- calculating the correction activation time (ET) as a function of said quantity (Acc) relating to the output torque.
Toutefois, cette stratégie de recalage de l'injecteur est incompatible en l'état avec la stratégie « 0 torque ». Il existe donc un besoin d'un procédé susceptible d'être mis en oeuvre dans des conditions de décélération variées et/ou dans des phases où le couple de sortie du moteur à combustion interne est nul, pour sécuriser au maximum un fonctionnement du moteur à combustion à interne et pour éviter un ressenti désagréable pour un utilisateur du véhicule automobile, du type accélérations intempestives générées en réaction à la décélération observée.However, this strategy of resetting the injector is incompatible as it is with the "0 torque" strategy. There is therefore a need for a method that can be implemented under various deceleration conditions and / or in phases where the output torque of the internal combustion engine is zero, to make the operation of the engine at maximum internal combustion and to avoid an unpleasant feeling for a user of the motor vehicle, type of untimely acceleration generated in response to the observed deceleration.
Un but de la présente invention est de proposer une variante de la stratégie dite zéro couple compatible avec un recalage des injecteurs et indépendante de l'erreur qui peut exister sur la valeur de la pression rail.An object of the present invention is to propose a variant of the so-called zero torque strategy compatible with a reset of the injectors and independent of the error that may exist on the value of the rail pressure.
Ce but est atteint par un procédé de surveillance d'un système d'alimentation en carburant d'un moteur à combustion interne (1), ledit système comportant au moins deux injecteur (3) pour injecter une quantité (Q) de carburant dans un cylindre, lesdits injecteurs étant alimentés par une rampe commune, selon lequel, dans les périodes pendant lesquelles aucune demande de couple n'est effectuée, on vérifie si une demande de recalage des injecteurs est active, et si tel n'est pas le cas, on vérifie si la quantité de carburant injecté est alors nulle, ou dans le cas d'une demande de recalage des injecteurs active, on autorise une injection de carburant uniquement pendant un temps limite tel que l'injection associée au recalage ne produit pas une accélération intempestive.This object is achieved by a method of monitoring a fuel supply system of an internal combustion engine (1), said system comprising at least two injector (3) for injecting a quantity (Q) of fuel into a cylinder, said injectors being fed by a common rail, according to which, in the periods during which no torque request is made, it is checked whether a request for recalibration of the injectors is active, and if this is not the case, it is checked whether the quantity of fuel injected is then zero, or in the case of a request for registration of the injectors active, an injection of fuel only during a time limit such that the injection associated with the registration does not produce an inadvertent acceleration.
Comme indiqué précédemment, une accélération sera typiquement considérée comme intempestive lorsque sa valeur est supérieure à 1,5 ms-2, Cette limite peut être modifiée en fonction de la sensibilité présumée du conducteur (ainsi sur un véhicule typé sportif, la clientèle est souvent plus à même de repérer une accélération non commandée, on pourra donc alors choisir d'abaisser un peu ce seuil.As indicated above, an acceleration will typically be considered untimely when its value is greater than 1.5 ms -2 . This limit can be modified according to the presumed sensitivity of the driver (thus on a sporty typed vehicle, the customer is often more able to locate an acceleration not controlled, we can then choose to lower a little this threshold.
Le temps limite est calculé en supposant que la pression dans le rail commun est égale à sa pression limite pour laquelle le système est conçu.The time limit is calculated assuming that the pressure in the common rail is equal to its limiting pressure for which the system is designed.
Ainsi, on peut sécuriser au maximum le fonctionnement du moteur, et celui du véhicule qui en est équipé, et garantir qu'il ne va pas se produire d'embardées du véhicule dues à des accélérations intempestives, tout en permettant d'opérer un recalage des injecteurs d'une manière essentiellement non perceptible par le conducteur ou les occupants du véhicule.Thus, it is possible to secure the operation of the engine, and that of the vehicle equipped with it, to a maximum, and to guarantee that there will not be any lurching of the vehicle due to untimely acceleration, while allowing a registration to be made. injectors in a manner essentially not perceptible to the driver or occupants of the vehicle.
Avantageusement ce procédé de surveillance ne demande ni nouveaux capteurs, ni une redondance de certains calculateurs ou capteurs, et est indépendant de la fiabilité de l'information sur la pression dans la rail commun.Advantageously, this monitoring method does not require new sensors or redundancy of some computers or sensors, and is independent of the reliability of the information on the pressure in the common rail.
La présente invention a pour objet un procédé de vérification de la commande d'un injecteur en situation dite « 0 torque » ; appliqué à l'alimentation en carburant d'un moteur à combustion interne équipant un véhicule automobile. Ce procédé de vérification de la commande comprend une étape de calcul d'une valeur max de quantité de carburant à injecter par un injecteur à l'intérieur d'un cylindre respectif pour ne pas entrainer d'accélération intempestive.The subject of the present invention is a method for verifying the control of an injector in a "0 torque"situation; applied to the fuel supply of an internal combustion engine fitted to a motor vehicle. This method of checking the control comprises a step of calculating a maximum value of the quantity of fuel to be injected by an injector into a respective cylinder so as not to cause unwanted acceleration.
L'invention teste si la valeur de quantité carburant injecté est nulle lorsque la fonction recalage injecteur est inactive et que cette valeur de carburant injecté est inférieure à un seuil calculé en fonction de l'erreur max sur Prail et garantissant un respect de la non accélération intempestive.The invention tests whether the injected fuel quantity value is zero when the injector reset function is inactive and that this injected fuel value is less than a threshold calculated according to the maximum error on Prail and guaranteeing respect for the non-acceleration untimely.
Selon une variante, la présente invention, l'étape de calcul est placée sous la dépendance d'une information relative à un état d'activation d'un frein.According to a variant, the present invention, the calculation step is placed under the dependence of information relating to an activation state of a brake.
Selon un premier cas dans lequel le couple est nul et l'information relative à l'état d'activation est constituée d'une première information relative à un premier état selon lequel un appui sur le frein est constaté, la quantité est calculée en fonction d'un temps d'ouverture corrigé de l'injecteur et d'une pression d'injection maximale.According to a first case in which the torque is zero and the information relating to the activation state consists of a first information relating to a first state in which a brake is applied, the quantity is calculated according to a corrected opening time of the injector and a maximum injection pressure.
Selon un deuxième cas dans lequel le couple est nul et l'information relative à l'état d'activation est constituée d'une deuxième information relative à un deuxième état selon lequel un appui sur le frein n'est pas constaté, la quantité est calculée en fonction d'un temps d'ouverture nominal de l'injecteur et de la pression d'injection.According to a second case in which the torque is zero and the information relating to the activation state consists of a second information relating to a second state in which a brake is not applied, the quantity is calculated according to a nominal opening time of the injector and the injection pressure.
Un dispositif de commande de la présente invention est un dispositif de commande pour la mise en oeuvre d'un tel procédé de commande qui est principalement reconnaissable en ce que le dispositif de commande comprend un calculateur équipé d'un capteur de force équipant le frein.A control device of the present invention is a control device for implementing such a control method which is mainly recognizable in that the control device comprises a computer equipped with a force sensor fitted to the brake.
Le dispositif de commande comprend avantageusement un capteur de couple équipant le moteur à combustion interne.The control device advantageously comprises a torque sensor fitted to the internal combustion engine.
Le dispositif de commande comprend avantageusement un capteur de pression équipant une rampe commune équipant le moteur à combustion interne.The control device advantageously comprises a pressure sensor equipping a common rail equipping the internal combustion engine.
Un véhicule automobile de la présente invention est équipé d'un moteur à combustion interne pourvu d'un tel dispositif de commande.A motor vehicle of the present invention is equipped with an internal combustion engine provided with such a control device.
D'autres caractéristiques et avantages de la présente invention apparaîtront à la lecture de la description qui va en être faite d'exemples de réalisation, en relation avec les figures des planches annexées, dans lesquelles :
- La
figure 1 est une vue schématique d'un dispositif de commande d'une alimentation en carburant selon la présente invention. - La
figure 2 est une vue schématique d'un procédé de commande selon la présente invention.
- The
figure 1 is a schematic view of a fuel supply control device according to the present invention. - The
figure 2 is a schematic view of a control method according to the present invention.
Sur la
Le véhicule automobile est équipé d'un calculateur 8 qui est apte à mettre en oeuvre un procédé de commande d'une alimentation en carburant du moteur à combustion interne 1. Le calculateur 8 est par exemple constitutif d'une unité de contrôle électronique équipant le véhicule automobile. Plus particulièrement, le calculateur est apte à calculer une quantité Q de carburant que chaque injecteur 3 doit injecter à l'intérieur du cylindre 2 auquel l'injecteur 3 est affecté. Le calculateur 8 est en relation avec la rampe commune 4 par l'intermédiaire d'un capteur de pression 9 apte à mesurer et à transmettre au calculateur 8 la pression d'injection Prail prise au niveau de la rampe commune 4. Le calculateur 8 est aussi en relation avec le moteur à combustion interne 1 par l'intermédiaire d'un capteur de couple 10 apte à mesurer et à transmettre au calculateur 8 un couple moteur C fourni par le moteur à combustion interne 1. Ainsi, en cas d'une levée de pied de l'utilisateur sur un accélérateur du véhicule automobile, c'est-à-dire en cas d'une décélération du véhicule automobile, le couple moteur C transmis au calculateur 8 est nul.The motor vehicle is equipped with a
Selon la présente invention, le calculateur 8 est avantageusement en relation avec un capteur de force 11 qui est à même de délivrer au calculateur 8 une information INF relative à un état d'activation E d'un frein 12 équipant le véhicule automobile. Le frein 12 est un organe de commande accessible à un utilisateur du véhicule automobile qui est prévu pour ralentir, voire arrêter, le véhicule automobile, notamment à partir d'une action sur des roues que comporte le véhicule automobile. Le frein 12 est couramment constitué d'une pédale manoeuvrée par l'intermédiaire d'un pied de l'utilisateur du véhicule automobile pour ralentir voire stopper le véhicule automobile. Le frein 12 est susceptible d'être constitué d'un organe équivalent sans déroger à la règle de la présente invention. Le frein 12 est susceptible d'être activé selon deux états distincts : un premier état E1 selon lequel un appui sur le frein est constaté pour au moins ralentir le véhicule automobile et un deuxième état E2 selon lequel aucun appui sur le frein 12 n'est constaté de manière à ne pas ralentir le véhicule automobile par le biais d'une action volontaire de l'utilisateur du véhicule automobile. Lors d'une occurrence du premier état E1, le capteur de force 11 transmet au calculateur une première information INF1. Lors d'une occurrence du deuxième état E2, le capteur de force 11 transmet au calculateur une deuxième information INF2.According to the present invention, the
Selon la présente invention, le procédé de commande comprend une étape de calcul 100 qui prend en compte l'information INF relative à l'état d'activation E du frein 12 pour calculer la quantité Q donnée de carburant à délivrer par chacun des injecteurs 3 au cylindre correspondant, tel que représenté schématiquement sur la
Si l'information INF relative à l'état d'activation E est constituée de la première information INF1, alors la quantité Q est calculée en fonction d'un temps d'ouverture corrigé Tc de l'injecteur 4 et de la pression d'injection maximale Pmax. Autrement dit, si un appui sur le frein 12 est exercé et détecté par le capteur de force 11, le calculateur détermine la quantité Q de carburant à injecter en fonction du temps d'ouverture corrigé Tc de l'injecteur 4 et de la pression d'injection maximale Pmax. Le temps d'ouverture corrigé Tc de l'injecteur 4 est un temps déterminé par le calculateur 8 qui correspond à un temps maximum d'ouverture de l'injecteur 3 admissible avant une perception par l'utilisateur d'une accélération.If the information INF relating to the activation state E consists of the first information INF1, then the quantity Q is calculated as a function of a corrected opening time Tc of the
Si l'information INF relative à l'état d'activation E est constituée de la deuxième information INF2, alors la quantité Q est calculée en fonction d'un temps d'ouverture nominal Tn de l'injecteur 4 et de la pression d'injection Prail. Le temps d'ouverture nominal Tn de l'injecteur 4 est le temps d'ouverture courant de fonctionnement de l'injecteur 4 lorsque l'injecteur 3 reçoit le carburant à la pression d'injection Prail.If the information INF relating to the activation state E consists of the second information INF2, then the quantity Q is calculated as a function of a nominal opening time Tn of the
Le procédé de commande comprend aussi une étape d'injection 101, qui succède à l'étape de calcul 100, et au cours de laquelle la quantité calculée Q de carburant est injectée à l'intérieur de chaque cylindre 2 par chaque injecteur 3 correspondant.The control method also comprises an
Un tel procédé de commande est susceptible d'être mis en oeuvre dans des conditions de décélération variées du véhicule automobile et/ou dans des phases où le couple de sortie C du moteur à combustion interne 1 est nul, un tel procédé sécurisant au maximum un fonctionnement du moteur à combustion à interne 1 et évitant un ressenti désagréable pour l'utilisateur du véhicule automobile, du type accélérations intempestives générées en réaction à la décélération observée du véhicule automobile.Such a control method can be implemented under various deceleration conditions of the motor vehicle and / or in phases where the output torque C of the internal combustion engine 1 is zero, such a method making it possible to secure a maximum of one operation of the internal combustion engine 1 and avoiding an unpleasant feeling for the user of the motor vehicle, type of untimely acceleration generated in response to the observed deceleration of the motor vehicle.
Un tel procédé de commande est mis en oeuvre par un dispositif de commande 13 qui comprend le calculateur 8, le capteur de pression 9, le capteur de couple 10 et le capteur de force 11 équipant le frein 12, un tel dispositif de commande 13 étant simple à réaliser puis à installer sur le véhicule automobile.Such a control method is implemented by a
Claims (7)
- A method for controlling a fuel supply system of an internal combustion engine (1), said system comprising at least two injectors (3) for injecting a quantity (Q) of fuel in a cylinder, said injectors being supplied by a common rail, according to which, in the periods during which the torque requirement (C) is zero, a check is made as to whether a request for resetting the injectors is active, and if this is not the case, a check is made as to whether the quantity of injected fuel is then zero, or in the case of an active request for resetting the injectors, an injection of fuel is authorized solely during a limit time such that the injection associated with the resetting does not produce an unexpected acceleration of the vehicle.
- The method according to Claim 1, characterized in that the periods during which no torque requirement is effected are placed under the dependency of information (INF) relating to an activation status E of a brake (12).
- The method according to Claim 2, characterized in that if the torque (C) is zero and if the information (INF) relating to the activation status (E) is constituted by a first information (INF1) relating to a first status (E1) according to which an application on the brake (12) is established, the quantity (Q) is calculated as a function of a corrected opening time (Tc) of the injector (4) and of a maximum injection pressure (Pmax).
- The method according to Claim 2 or Claim 3, characterized in that if the torque (C) is zero and if the information (INF) relating to the activation status (E) is constituted by a second information (INF2) relating to a second status (E2) according to which an application on the brake (12) is not established, the quantity (Q) is calculated as a function of a nominal opening time (Tn) of the injector (4) and of the injection pressure (Prail).
- A control device (13) for the implementation of a control method according to any one of the preceding claims, characterized in that the control device (13) includes a computer (8) which implements this control method, equipped with a force sensor (11) equipping the brake (12) and a torque sensor (10) equipping the internal combustion engine (1).
- The control device (13) according to Claim 5, characterized in that the control device (13) includes a pressure sensor (9) equipping a common rail (4) equipping the internal combustion engine (1).
- A motor vehicle equipped with an internal combustion engine (1) provided with a control device (13) according to any one of Claims 5 to 6.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1160250A FR2982644B1 (en) | 2011-11-10 | 2011-11-10 | METHOD FOR CONTROLLING A FUEL SUPPLY OF AN INTERNAL COMBUSTION ENGINE EQUIPPED WITH A MOTOR VEHICLE |
PCT/FR2012/052471 WO2013068670A1 (en) | 2011-11-10 | 2012-10-26 | Method for controlling the fuel supply to an internal combustion engine equipping a motor vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2776694A1 EP2776694A1 (en) | 2014-09-17 |
EP2776694B1 true EP2776694B1 (en) | 2016-12-28 |
Family
ID=47263421
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12794385.0A Active EP2776694B1 (en) | 2011-11-10 | 2012-10-26 | Method for controlling the fuel supply to an internal combustion engine equipping a motor vehicle |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP2776694B1 (en) |
CN (1) | CN104114838B (en) |
FR (1) | FR2982644B1 (en) |
WO (1) | WO2013068670A1 (en) |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010019139A (en) * | 2008-07-09 | 2010-01-28 | Mazda Motor Corp | Control device and control method for vehicle engine |
EP2431601A2 (en) * | 2010-09-21 | 2012-03-21 | Denso Corporation | Device for controlling automatic start of engine mounted on vehicle with manual transmission |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS611844A (en) * | 1984-06-15 | 1986-01-07 | Automob Antipollut & Saf Res Center | Fuel injection device |
DE60022918T2 (en) * | 1999-01-13 | 2006-07-20 | Delphi Technologies, Inc., Troy | Control method for a self-igniting internal combustion engine |
ITTO20020698A1 (en) | 2002-08-06 | 2004-02-07 | Fiat Ricerche | QUALITY CONTROL METHOD AND DEVICE |
DE10302058B4 (en) * | 2003-01-21 | 2016-11-10 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
EP1813796A3 (en) * | 2006-01-26 | 2007-12-19 | Delphi Technologies, Inc. | Controller and control method for an engine control unit |
DE102006015967A1 (en) * | 2006-04-05 | 2007-10-18 | Siemens Ag | Adaptation method of an injection system of an internal combustion engine |
DE102006059006B3 (en) * | 2006-12-14 | 2008-06-19 | Mtu Friedrichshafen Gmbh | Device for controlling an internal combustion engine |
FR2910551B1 (en) * | 2006-12-21 | 2009-02-20 | Renault Sas | METHOD FOR CORRECTING INJECTOR DERIVATIVES OF AN ENGINE |
FR2917462B1 (en) * | 2007-06-12 | 2009-09-04 | Renault Sas | METHOD FOR CORRECTING INJECTOR DERIVATIVES OF AN ENGINE |
DE102009002793B4 (en) * | 2009-05-04 | 2011-07-07 | MTU Friedrichshafen GmbH, 88045 | Common rail fuel injection system and internal combustion engine, electronic device and method for controlling and / or regulating an internal combustion engine |
-
2011
- 2011-11-10 FR FR1160250A patent/FR2982644B1/en not_active Expired - Fee Related
-
2012
- 2012-10-26 EP EP12794385.0A patent/EP2776694B1/en active Active
- 2012-10-26 WO PCT/FR2012/052471 patent/WO2013068670A1/en active Application Filing
- 2012-10-26 CN CN201280055423.2A patent/CN104114838B/en not_active Expired - Fee Related
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010019139A (en) * | 2008-07-09 | 2010-01-28 | Mazda Motor Corp | Control device and control method for vehicle engine |
EP2431601A2 (en) * | 2010-09-21 | 2012-03-21 | Denso Corporation | Device for controlling automatic start of engine mounted on vehicle with manual transmission |
Also Published As
Publication number | Publication date |
---|---|
CN104114838B (en) | 2017-02-15 |
FR2982644B1 (en) | 2014-01-10 |
CN104114838A (en) | 2014-10-22 |
EP2776694A1 (en) | 2014-09-17 |
WO2013068670A1 (en) | 2013-05-16 |
FR2982644A1 (en) | 2013-05-17 |
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