WO2000008308A1 - Method for controlling an internal combustion engine - Google Patents

Method for controlling an internal combustion engine Download PDF

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Publication number
WO2000008308A1
WO2000008308A1 PCT/DE1999/002397 DE9902397W WO0008308A1 WO 2000008308 A1 WO2000008308 A1 WO 2000008308A1 DE 9902397 W DE9902397 W DE 9902397W WO 0008308 A1 WO0008308 A1 WO 0008308A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
internal combustion
combustion engine
air mass
fuel
Prior art date
Application number
PCT/DE1999/002397
Other languages
German (de)
French (fr)
Inventor
Andreas Hartke
Achim Koch
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2000008308A1 publication Critical patent/WO2000008308A1/en

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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
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/06—Engines characterised by precombustion chambers with auxiliary piston in chamber for transferring ignited charge to cylinder space
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2201/00—Electronic control systems; Apparatus or methods therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for controlling an internal combustion engine, in particular an internal combustion engine with direct fuel injection and a throttle-free load control.
  • Another internal combustion engine has been proposed, which has both electromechanical actuators that act on the gas exchange valves, and also has an injection valve per cylinder, which is arranged in the cylinder head such that the fuel is metered directly into the respective cylinder of the internal combustion engine.
  • the object of the invention is to create a method for controlling the latter internal combustion engine which is reliable and simple.
  • the invention is characterized in that the torque to be generated by the internal combustion engine can actually be set in a transient operation within one working cycle of the internal combustion engine. In addition, it is ensured that the transient operation of the Internal combustion engine a specified air / fuel ratio can be precisely maintained. In this way, the internal combustion engine can be operated with very high efficiency at low loads, for example when idling. Torque reserves can be dispensed with. Nevertheless, unstable operation is avoided after a load change, which is noticeable, for example, by a sharp drop in speed.
  • the method can be used in internal combustion engines with any number of cylinders.
  • FIG. 1 shows an internal combustion engine
  • FIG. 2 shows a flowchart of a program for controlling the internal combustion engine
  • FIG. 3 shows the processing sequence of the steps of the program according to FIG. 2 plotted over a crankshaft angle.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1 and an engine block 2, which has a cylinder ZI and a crankshaft 23.
  • a piston 21 and a connecting rod 22 are assigned to the cylinder ZI.
  • the connecting rod 22 is connected to the piston 21 and the crankshaft 23.
  • a cylinder head 3 is provided in which a valve train is arranged with at least one inlet valve 30 and one outlet valve 31.
  • Each of the gas exchange valves, which are designed as inlet valve 30 and as outlet valve 31, is assigned an actuator 32, 33.
  • the actuators 32, 33 control the start of the stroke, the duration of the stroke and thus the end of the stroke and possibly the stroke amount of the respective gas exchange valve.
  • the actuators 32, 33 are preferably designed as electromechanical actuators with at least one electromagnet, an armature with an armature plate, which is located between a first contact surface of the electromagnet and a further contact surface is movable and which forms a spring-mass oscillator with at least one restoring means.
  • the gas exchange valve is brought into an open position or a closed position by appropriately energizing or not energizing a coil of the electromagnet.
  • the actuators 32, 33 can also be designed electrohydraulically or in another manner known to the person skilled in the art in such a way that a sufficient response behavior of the actuator is ensured for setting the load.
  • An injection valve 34 and a spark plug 35 are also introduced into the cylinder head 3.
  • the injection valve 34 is arranged such that the fuel is metered directly into the combustion chamber of the cylinder ZI.
  • the internal combustion engine also includes further cylinders Z2, Z3 and Z4, to which an intake and exhaust valve, actuators, injection valves and spark plugs are assigned.
  • An exhaust tract 4 with a catalytic converter 40 and an oxygen probe 41 is assigned to the internal combustion engine.
  • a control device 5 is provided, to which sensors are assigned, which record different measured variables and each determine the measured value of the measured variable.
  • the control device 5 determines, depending on at least one measured variable, control signals for controlling the actuators 32, 33, the injection valve 34 and the spark plug 35.
  • the sensors are a pedal position sensor 61, which detects a pedal position PV of the accelerator pedal 6, an air mass meter 11, which detects an air mass flow, a temperature sensor 12, which detects an intake air temperature, and a crankshaft angle sensor, which detects a crankshaft angle KW, from the time profile thereof the speed of the crankshaft 23 is calculated in the control device 5. Furthermore, an acid Substance probe 41 is provided, which detects the residual oxygen content of the exhaust gas in the exhaust tract 4 and which assigns an air number LAM to it. Depending on the embodiment of the invention, any subset of the sensors mentioned or additional sensors can be present.
  • the control device 5 is preferably designed as an electronic engine control. However, it can also include several control devices that are connected to one another in an electrically conductive manner, for example via a bus system.
  • a program for controlling the internal combustion engine which is shown as a flow chart (FIG. 2), is described below.
  • the program is processed in the control device 5 and is stored there.
  • the program is started in a step SO.
  • a step S0 A it is checked for which cylinder ZI, Z2, Z3, Z4 control signals for the assigned actuators, the injector assigned to it and the spark plug assigned to it are to be determined.
  • the program shown in FIG. 2 can be active at the same time in several or all branches going out from step SO. The timing of the processing of the steps of the program is explained in more detail below with reference to FIG. 3.
  • step Sl z ⁇ a target value MA_SP z _ of the air mass in the cylinder ZI is calculated.
  • the setpoint value MA_SP ZX of the air mass in the cylinder ZI is determined depending on the pedal position PV, the speed and / or torque requirements of consumers, such as an air conditioning compressor or a generator, by an anti-slip control or by a transmission control.
  • one or more maps are provided from which the setpoint MA_SP zi of the air mass flow in the cylinder ZI is determined depending on the pedal position PV, the speed N and the torque requirements.
  • a step S2 z ⁇ the setpoint MA_SP Z _ of the air mass in the cylinder is controlled by correspondingly actuating the actuators 32, 33.
  • the air mass flow which have been detected by the air mass meter 11 during the opening period of the intake valve 30, integrated over the opening period and associated with the air mass in the cylinder to the actual value ZI MA_AV Z _.
  • the actual value MA_AV z ⁇ is accordingly detected during the intake stroke of the cylinder ZI and calculated after the intake and exhaust valves 30, 31 are closed. Since the intake tract has only a small suction volume and no collector, the measured values MAF_MES of the air mass meter are to be equated with the actual air mass flow into the cylinder ZI at the same time almost without delay even in the transient operation of the internal combustion engine.
  • the actual value MA_AV Z _ of the air mass in the cylinder ZI can thus be calculated in real time.
  • Z _ is a function of the actual value MA_AV Z of the air mass in the cylinder ZI ⁇ ⁇ z MF_SP a target value of the fuel mass for the cylinder ZI calculated.
  • Other variables such as the speed n and the intake air temperature TCO can also be taken into account.
  • the target value MF SPl Z ⁇ of the fuel mass for the cylinder ZI is This is determined from a map depending on the actual value MA_AV Z _ the air mass of the cylinder ZI, the speed and / or the intake air temperature TCO.
  • a step S5 2 ⁇ the injection valve 34 is then controlled such that the setpoint MF_SP Z1 of the fuel mass for the cylinder ZI is actually set in the cylinder ZI.
  • the steps Sl Z ⁇ to S5 Z ⁇ are carried out once each within one working cycle of the internal combustion engine. If the calculation and setting of the control signals for the actuators and the injection valve of the cylinder Z2 is to take place, the processing is continued after the step S0 ⁇ in the steps Sl z2 , S2 Z2 , S3 Z2 , S4 Z2 and S5 Z2 , which the corresponding steps with the index "ZI" are equivalent.
  • step S1 z3 , S2 Z3 , S3 Z3 , S4 Z , S5 after step S0 A Z4 processed, which are also equivalent to the corresponding steps with the index "ZI". If the control signals for the actuators and the injection valve of the cylinder Z4 are to be determined and controlled, then the steps S1 z4 , S2 Z , S3 Z4 , S4 Z4 , S5 Z4 are processed after step S0 A , which also corresponds to the corresponding steps with the Index "ZI" are equivalent.
  • a step S6 the program is stopped.
  • the program is called up exactly once for each cylinder ZI, Z2, Z3, Z4 within one working cycle of the internal combustion engine.
  • a sequence control is provided in the control device 5, which coordinates the chronological sequence of the steps S1 z to S5 Z4 .
  • the resulting temporal sequence of steps S1 Z to S5 Z4 is shown in FIG. 3 as a function of the crankshaft angle for a rotational speed which is less than a predetermined threshold value (for example 3000 revolutions / min).
  • UT denotes the bottom dead center of the the cylinder ZI
  • LWUT the top dead center of the piston of the cylinder ZI during the gas exchange
  • ZOT the top dead center of the piston of the cylinder ZI before the combustion stroke of the cylinder ZI.
  • the calculation of the target value MA_SP Z ⁇ of the air mass in the cylinder ZI in step S1 z _ takes place during the exhaust cycle of the cylinder ZI, ie between the bottom dead center UT and the top dead center when the charge of the piston of the cylinder ZI changes LWUT.
  • the setpoint MA_SP Z ⁇ of the air mass for the cylinder ZI is controlled in step S2 z ⁇ and then that Calculating the actual value MA_AV Z _ of the air mass in the cylinder ZI in step S3 z ⁇ -
  • this is done Calculating the target value MF_SP z ⁇ of the fuel mass for the cylinder ZI in step S4 z ⁇ and then controlling the target value MF_SP Z ⁇ of the fuel mass for the cylinder ZI in step S5 Z ⁇ .
  • the steps S2 and S5 z ⁇ _ must z4 Z1 - Z4 are processed in parallel, that fuel has already during the Ansau- gens the air are injected into the respective cylinders Z1-Z4.
  • the actual value of the air mass of the cylinder Z1-Z4 preceding the ignition sequence is simply assigned to the actual value MA_AV Z ⁇ _ z4 in steps S3 Z ⁇ - z4 .
  • the setpoint MF_SP z ⁇ - z of the fuel mass for the cylinder is then calculated on the basis of the actual air mass of the cylinder preceding the ignition sequence. In this way, however, the specified air / fuel ratio is still set with sufficient accuracy, the deviations of which can be compensated for within a segment, ie between the ignition times of two cylinders neighboring in the ignition sequence.

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

Abstract

An internal combustion engine comprises several cylinders to each of which actuators are assigned which act on charge change valves and to each of which one injection valve is assigned which is arranged in the cylinder head in such a way that the fuel is measured directly into the corresponding cylinder of the internal combustion engine. A setpoint of the air mass of an individual cylinder is calculated. The actuators of said individual cylinder are controlled in accordance with the air mass setpoint for said cylinder. An actual value of the air mass in the individual cylinder is determined during or after the intake stroke of said cylinder. A setpoint of the fuel mass for the individual cylinder is calculated in accordance with the air mass actual value and the injection valve of the single cylinder is controlled in accordance with the fuel mass setpoint.

Description

Beschreibungdescription
Verfahren zum Steuern einer BrennkraftmaschineMethod for controlling an internal combustion engine
Die Erfindung betrifft ein Verfahren zum Steuern einer Brennkraftmaschine, insbesondere einer Brennkraftmaschine mit Direkteinspritzung des Kraftstoffs und einer drosselfreien Laststeuerung.The invention relates to a method for controlling an internal combustion engine, in particular an internal combustion engine with direct fuel injection and a throttle-free load control.
Bei fremdgezündeten Brennkraftmaschinen ist es bekannt dasWith spark-ignited internal combustion engines, it is known that
Kraftstoff-Einspritzventil im Zylinderkopf derart anzuordnen, daß der Kraftstoff direkt in den jeweiligen Zylinder der Brennkraftmaschine zugemessen wird. Derartige Brennkraftmaschinen werden im Teillastbetrieb mit einem hohen Luftüber- schuß in dem Luft/Kraftstoff-Gemisch betrieben. So ist ein hoher Wirkungsgrad der Brennkraftmaschine auch im Teillastbetrieb gewährleistet, da nur eine geringe Drosselung der Ansaugluft durch eine Drosselklappe erfolgt. In Betriebsbereichen nahe bei oder in der Vollast werden derartige Brenn- kraftmschinen jedoch mit nahezu stöchiometischen Luft/Kraftstoff-Verhältnis betrieben und die Last durch entsprechendes Steuern der Luftmasse eingestellt. Dazu muß der Luftstrom in dem Ansaugtrakt der Brennkraftmaschine durch eine Drosselklappe gedrosselt werden. Da zwischen der Drosselklappe und einem Einlaß an dem Zylinder ein großes Volumen ist, wirkt sich ein Verstellen der Drosselklappe erst nach einer Verzögerungszeit auf den Luftmassenstrom des jeweiligen Zylinders aus. Ferner ist bei derartigen Brennkraftmaschinen im untersten Lastbereich, beispielsweise im Leerlauf-Betrieb ein Drosseln der Ansaugluft notwendig, da anderweitig derTo arrange fuel injection valve in the cylinder head such that the fuel is metered directly into the respective cylinder of the internal combustion engine. Internal combustion engines of this type are operated in partial load operation with a large excess of air in the air / fuel mixture. This ensures a high degree of efficiency of the internal combustion engine even in part-load operation, since the intake air is throttled only slightly by a throttle valve. In operating areas close to or at full load, however, such internal combustion engines are operated with an almost stoichiometric air / fuel ratio and the load is adjusted by appropriately controlling the air mass. For this purpose, the air flow in the intake tract of the internal combustion engine must be throttled by a throttle valve. Since there is a large volume between the throttle valve and an inlet on the cylinder, an adjustment of the throttle valve only has an effect on the air mass flow of the respective cylinder after a delay time. Furthermore, in internal combustion engines of this type, throttling of the intake air is necessary in the lowest load range, for example in idle operation, since otherwise the
Luftüberschuß des Luft/Kraftstoff-Gemisches in dem Zylinder so hoch wäre, daß eine zuverlässige und vollständige Verbrennung des Kraftstoffs nicht mehr gewährleistet ist. Desweiteren sind Brennkraftmaschinen bekannt, die Stellantriebe haben, die auf die Gaswechselventile der Zylinder der Brennkraftmaschine einwirken. Die Stellantriebe steuern den Hubbeginn und/oder das Hubende und/oder den Hubbetrag der Gaswechselventile und können den Hubbeginn und/oder das Hubende und/oder den Hubbetrag zeitgenau mit den Lastanforderungen verändern. Derartige Brennkraftmaschinen haben demnach als Stellglied zum Einstellen der Last die Gaswechselventile statt der Drosselklappe. Die anzusaugende Luftmasse des Zy- linders kann nahezu verlustfrei eingestellt werden. Aus der DE 196 10 468 AI ist eine derartige Brennkraftmaschine mit einzelnen individuell ansteuerbaren Gaswechselventilen bekannt. Zur Ansteuerung der Gaswechselventile sind hier elek- tromechanische Stellantriebe vorgesehen.Excess air of the air / fuel mixture in the cylinder would be so high that reliable and complete combustion of the fuel is no longer guaranteed. Furthermore, internal combustion engines are known which have actuators which act on the gas exchange valves of the cylinders of the internal combustion engine. The actuators control the start of stroke and / or the end of stroke and / or the amount of stroke of the gas exchange valves and can change the start of stroke and / or end of stroke and / or the amount of stroke precisely in time with the load requirements. Such internal combustion engines therefore have the gas exchange valves instead of the throttle valve as an actuator for adjusting the load. The air mass to be sucked into the cylinder can be adjusted almost without loss. Such an internal combustion engine with individual, individually controllable gas exchange valves is known from DE 196 10 468 AI. Electromechanical actuators are provided here to control the gas exchange valves.
Eine weitere Brennkraftmaschine ist vorgeschlagen worden, die sowohl elektromechanisch ausgebildete Stellantriebe hat, die auf die Gaswechselventile einwirken, als auch jeweils ein Einspritzventil pro Zylinder hat, das in dem Zylinderkopf derart angeordnet ist, daß der Kraftstoff direkt in den jeweiligen Zylinder der Brennkraftmaschine zugemessen wird.Another internal combustion engine has been proposed, which has both electromechanical actuators that act on the gas exchange valves, and also has an injection valve per cylinder, which is arranged in the cylinder head such that the fuel is metered directly into the respective cylinder of the internal combustion engine.
Die Aufgabe der Erfindung ist es, ein Verfahren zum Steuern der letztgenannten Brennkraftmaschine zu schaffen das zuver- lässig und einfach ist.The object of the invention is to create a method for controlling the latter internal combustion engine which is reliable and simple.
Die Aufgabe wird erfindungsgemäß durch die Merkmale des unabhängigen Patentanspruchs 1 gelöst. Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.The object is achieved by the features of independent claim 1. Advantageous embodiments of the invention are characterized in the subclaims.
Die Erfindung zeichnet sich dadurch aus, daß das von der Brennkraftmaschine zu erzeugende Drehmoment auch in einem transienten Betrieb innerhalb eines Arbeitsspiels der Brennkraftmaschine tatsächlich eingestellt werden kann. Zusätzlich ist gewährleistet, daß auch in dem transienten Betrieb der Brennkraftmaschine ein vorgegebenes Luft/Kraftstoff- Verhältnis präzise eingehalten werden kann. So kann die Brennkraftmaschine bei niedrigen Lasten, also zum Beispiel im Leerlauf, mit einem sehr hohen Wirkungsgrad betrieben werden. Auf Drehmomentreserven kann verzichtet werden. Dennoch wird nach einem Lastwechsel ein instabiler Betrieb vermieden , der sich zum Beispiel durch einen starken Drehzahleinbruch bemerkbar macht. Das Verfahren kann bei Brennkraftmaschinen mit einer beliebigen Anzahl an Zylindern eingesetzt werden.The invention is characterized in that the torque to be generated by the internal combustion engine can actually be set in a transient operation within one working cycle of the internal combustion engine. In addition, it is ensured that the transient operation of the Internal combustion engine a specified air / fuel ratio can be precisely maintained. In this way, the internal combustion engine can be operated with very high efficiency at low loads, for example when idling. Torque reserves can be dispensed with. Nevertheless, unstable operation is avoided after a load change, which is noticeable, for example, by a sharp drop in speed. The method can be used in internal combustion engines with any number of cylinders.
Ausführungsbeispiele der Erfindung sind anhand der schematischen Zeichnungen näher erläutert. Es zeigen:Embodiments of the invention are explained in more detail with reference to the schematic drawings. Show it:
Figur 1 eine Brennkraftmaschine, Figur 2 ein Ablaufdiagramm eines Programms zum Steuern der Brennkraftmaschine, Figur 3 die Abarbeitungsfolge der Schritte des Programms gemäß Figur 2 aufgetragen über einen Kurbelwellenwinkel.1 shows an internal combustion engine, FIG. 2 shows a flowchart of a program for controlling the internal combustion engine, FIG. 3 shows the processing sequence of the steps of the program according to FIG. 2 plotted over a crankshaft angle.
Eine Brennkraftmaschine (Figur 1) umfaßt einen Ansaugtrakt 1 und einen Motorblock 2, der einen Zylinder ZI und eine Kurbelwelle 23 aufweist. Ein Kolben 21 und eine Pleuelstange 22 sind dem Zylinder ZI zugeordnet. Die Pleuelstange 22 ist dem Kolben 21 und der Kurbelwelle 23 verbunden. Ein Zylinderkopf 3 ist vorgesehen, in dem ein Ventiltrieb angeordnet ist mit mindestens einem Einlaßventil 30 und einem Auslaßventil 31. Jedem der Gaswechselventile, die als Einlaßventil 30 und als Auslaßventil 31 ausgebildet sind, ist ein Stellantrieb 32, 33 zugeordnet. Die Stellantriebe 32, 33 steuern den Hubbeginn, die Dauer des Hubes und somit das Hubende und ggf. den Hubbetrag des jeweiligen Gaswechselventils. Die Stellantriebe 32, 33 sind vorzugsweise als elektromechanische Stellantriebe ausgebildet mit mindestens einem Elektromagneten, einem Anker mit einer Ankerplatte, die zwischen einer ersten Anlagefläche des Elektromagneten und einer weiteren Anlagefläche beweglich ist und die mit mindestens einem Rückstellmittel einen Feder- Masse-Schwinger bildet. Durch entsprechendes Bestromen oder Nicht-Bestromen einer Spule des Elektromagneten wird das Gas- wechselventil in eine Offenposition oder eine Schließposition gebracht. Die Stellantriebe 32, 33 können auch elektrohydrau- lisch oder in einer sonstigen dem Fachmann bekannten Weise derart ausgebildet sein, daß ein zum Einstellen der Last ausreichendes Ansprechverhalten des Stellantriebs gewährleistet ist.An internal combustion engine (FIG. 1) comprises an intake tract 1 and an engine block 2, which has a cylinder ZI and a crankshaft 23. A piston 21 and a connecting rod 22 are assigned to the cylinder ZI. The connecting rod 22 is connected to the piston 21 and the crankshaft 23. A cylinder head 3 is provided in which a valve train is arranged with at least one inlet valve 30 and one outlet valve 31. Each of the gas exchange valves, which are designed as inlet valve 30 and as outlet valve 31, is assigned an actuator 32, 33. The actuators 32, 33 control the start of the stroke, the duration of the stroke and thus the end of the stroke and possibly the stroke amount of the respective gas exchange valve. The actuators 32, 33 are preferably designed as electromechanical actuators with at least one electromagnet, an armature with an armature plate, which is located between a first contact surface of the electromagnet and a further contact surface is movable and which forms a spring-mass oscillator with at least one restoring means. The gas exchange valve is brought into an open position or a closed position by appropriately energizing or not energizing a coil of the electromagnet. The actuators 32, 33 can also be designed electrohydraulically or in another manner known to the person skilled in the art in such a way that a sufficient response behavior of the actuator is ensured for setting the load.
In den Zylinderkopf 3 ist ferner ein Einspritzventil 34 und eine Zündkerze 35 eingebracht. Das Einspritzventil 34 ist so angeordnet, daß der Kraftstoff direkt in den Brennraum des Zylinders ZI zugemessen wird. Neben dem Zylinder ZI umfaßt die Brennkraftmaschine noch weitere Zylinder Z2, Z3 und Z4, denen entsprechend ein Ein- und Auslaßventil, Stellantriebe, Einspritzventile und Zündkerzen zugeordnet sind.An injection valve 34 and a spark plug 35 are also introduced into the cylinder head 3. The injection valve 34 is arranged such that the fuel is metered directly into the combustion chamber of the cylinder ZI. In addition to the cylinder ZI, the internal combustion engine also includes further cylinders Z2, Z3 and Z4, to which an intake and exhaust valve, actuators, injection valves and spark plugs are assigned.
Ein Abgastrakt 4 mit einem Katalysator 40 und einer Sauerstoffsonde 41 ist der Brennkraftmaschine zugeordnet. Eine Steuereinrichtung 5 ist vorgesehen, der Sensoren zugeordnet sind, die verschiedene Meßgrößen erfassen und jeweils den Meßwert der Meßgröße ermitteln. Die Steuereinrichtung 5 er- mittelt abhängig von mindestens einer Meßgröße Stellsignale zum Steuern der Stellantriebe 32, 33, des Einspritzventils 34 und der Zündkerze 35.An exhaust tract 4 with a catalytic converter 40 and an oxygen probe 41 is assigned to the internal combustion engine. A control device 5 is provided, to which sensors are assigned, which record different measured variables and each determine the measured value of the measured variable. The control device 5 determines, depending on at least one measured variable, control signals for controlling the actuators 32, 33, the injection valve 34 and the spark plug 35.
Die Sensoren sind ein Pedalstellungsgeber 61, der eine Pedal- Stellung PV des Fahrpedals 6 erfaßt, ein Luftmassenmesser 11, der einen Luftmassenstrom erfaßt, ein Temperatursensor 12 der eine Ansauglufttemperatur erfaßt, und ein Kurbelwellenwinkel- geber der einen Kurbelwellenwinkel KW erfaßt, aus dessen zeitlichen Verlauf in der Steuereinrichtung 5 die Drehzahl der Kurbelwelle 23 berechnet wird. Ferner ist eine Sauer- stoffsonde 41 vorgesehen, die den Restsauerstoffgehalt des Abgases in dem Abgastrakt 4 erfaßt und die diesem eine Luftzahl LAM zuordnet. Je nach Ausführungsform der Erfindung kann eine beliebige Untermenge der genannten Sensoren oder auch zusätzliche Sensoren vorhanden sein.The sensors are a pedal position sensor 61, which detects a pedal position PV of the accelerator pedal 6, an air mass meter 11, which detects an air mass flow, a temperature sensor 12, which detects an intake air temperature, and a crankshaft angle sensor, which detects a crankshaft angle KW, from the time profile thereof the speed of the crankshaft 23 is calculated in the control device 5. Furthermore, an acid Substance probe 41 is provided, which detects the residual oxygen content of the exhaust gas in the exhaust tract 4 and which assigns an air number LAM to it. Depending on the embodiment of the invention, any subset of the sensors mentioned or additional sensors can be present.
Die Steuereinrichtung 5 ist vorzugsweise als elektronische Motorsteuerung ausgebildet. Sie kann jedoch auch mehrere Steuergeräte umfassen, die elektrisch leitend miteinander verbunden sind, so zum Beispiel über ein Bussystem.The control device 5 is preferably designed as an electronic engine control. However, it can also include several control devices that are connected to one another in an electrically conductive manner, for example via a bus system.
Im folgenden wird ein Programm zum Steuern der Brennkraftmaschine, das als Ablaufdiagramm (Figur 2) dargestellt ist, beschrieben. Das Programm wird in der Steuereinrichtung 5 abge- arbeitet und ist dort gespeichert. Das Programm wird in einem Schritt SO gestartet. In einem Schritt S0A wird geprüft für welchen Zylinder ZI, Z2, Z3, Z4 Stellsignale für die zugeordneten Stellantriebe, das ihm zugeordnete Einspritzventil und die ihm zugeordnete Zündkerze ermittelt werden sollen. Das in Figur 2 dargestellte Programm kann gleichzeitig in mehreren oder auch allen von dem Schritt SO abgehenden Zweigen aktiv sein. Die zeitliche Koordination der Abarbeitung der Schritte des Programms ist weiter unten anhand von Figur 3 näher erläutert .A program for controlling the internal combustion engine, which is shown as a flow chart (FIG. 2), is described below. The program is processed in the control device 5 and is stored there. The program is started in a step SO. In a step S0 A it is checked for which cylinder ZI, Z2, Z3, Z4 control signals for the assigned actuators, the injector assigned to it and the spark plug assigned to it are to be determined. The program shown in FIG. 2 can be active at the same time in several or all branches going out from step SO. The timing of the processing of the steps of the program is explained in more detail below with reference to FIG. 3.
Falls die Bearbeitung des Programms für den Zylinder ZI vorgesehen ist wird die Bearbeitung nach dem Schritt S0A in einem Schritt Slzι fortgesetzt. In dem Schritt Slzι wird ein Sollwert MA_SP z_ der Luftmasse in dem Zylinder ZI berechnet. Der Sollwert MA_SPZX der Luftmasse in dem Zylinder ZI wird abhängig von der Pedalstellung PV, der Drehzahl und/oder Drehmomentanforderungen von Verbrauchern, wie einem Klimakompressor oder einem Generator, von einer Anti-Schlupfregelung oder von einer Getriebesteuerung ermittelt. Dazu sind ein oder mehrere Kennfelder vorgesehen aus denen der Sollwert MA_SP zi des Luftmassenstroms in dem Zylinder ZI abhängig von der Pedalstellung PV, der Drehzahl N und den Drehmomentanforderungen ermittelt wird.If the processing of the program is intended for the cylinder ZI, the processing after step S0 A is continued in a step Sl z ι. In step Sl z ι, a target value MA_SP z _ of the air mass in the cylinder ZI is calculated. The setpoint value MA_SP ZX of the air mass in the cylinder ZI is determined depending on the pedal position PV, the speed and / or torque requirements of consumers, such as an air conditioning compressor or a generator, by an anti-slip control or by a transmission control. For this purpose, one or more maps are provided from which the setpoint MA_SP zi of the air mass flow in the cylinder ZI is determined depending on the pedal position PV, the speed N and the torque requirements.
In einem Schritt S2zι wird dann der Sollwert MA_SPZ_ der Luftmasse in dem Zylinder gesteuert durch entsprechendes Ansteuern der Stellantriebe 32, 33. Dabei ergeben sich besonders geringe Ladungswechselverluste, wenn die Gaswechselventile sehr schnell von ihrer Schließposition in ihre Offenpostion und umgekehrt gesteuert werden, da so während eines Großteils der Öffnungsdauer der gesamte Öffnungsquerschnitt an der Einlaßöffnung des Zylinders ZI freigegeben ist und die Luft von dem Zylinder ZI frei angesaugt werden kann.In a step S2 z ι the setpoint MA_SP Z _ of the air mass in the cylinder is controlled by correspondingly actuating the actuators 32, 33. This results in particularly low charge exchange losses if the gas exchange valves are controlled very quickly from their closed position to their open position and vice versa , since the entire opening cross-section is released at the inlet opening of the cylinder ZI during a large part of the opening period and the air can be sucked in freely from the cylinder ZI.
In einem Schritt S3Z_ werden in die Meßwerte MAF_MES desIn a step S3 Z _ the measured values MAF_MES of the
Luftmassenstroms, die von dem Luftmassenmesser 11 während der Öffnungsdauer des Einlaßventils 30 erfaßt wurden, über die Öffnungsdauer integriert und dem Istwert MA_AVZ_ der Luftmasse in dem Zylinder ZI zugeordnet. Der Istwert MA_AVzι wird demnach während des Ansaugtaktes des Zylinders ZI erfaßt und nach dem Schließen der Ein- und Auslaßventile 30, 31 berechnet. Da der Ansaugtrakt nur ein kleines Saugvolumen und keinen Sammler hat, sind die Meßwerte MAF_MES des Luftmassenmessers auch im transienten Betrieb der Brennkraftmaschine nahe- zu verzögerungsfrei gleichzusetzen mit dem tatsächlichen Luftmassenstrom in den Zylinder ZI zum gleichen Zeitpunkt. Der Istwert MA_AVZ_ der Luftmasse in dem Zylinder ZI kann somit in Echtzeit berechnet werden.The air mass flow, which have been detected by the air mass meter 11 during the opening period of the intake valve 30, integrated over the opening period and associated with the air mass in the cylinder to the actual value ZI MA_AV Z _. The actual value MA_AV z ι is accordingly detected during the intake stroke of the cylinder ZI and calculated after the intake and exhaust valves 30, 31 are closed. Since the intake tract has only a small suction volume and no collector, the measured values MAF_MES of the air mass meter are to be equated with the actual air mass flow into the cylinder ZI at the same time almost without delay even in the transient operation of the internal combustion engine. The actual value MA_AV Z _ of the air mass in the cylinder ZI can thus be calculated in real time.
In einem Schritt S4Z_ wird abhängig von dem Istwert MA_AVZι der Luftmasse in dem Zylinder ZI ein Sollwert MF_SPzι der Kraftstoffmasse für den Zylinder ZI berechnet. Dabei können auch noch weitere Größen wie die Drehzahl n, und die Ansauglufttemperatur TCO berücksichtigt werden. Der Sollwert MF SPlZι der Kraftstoffmasse für den Zylinder ZI wird einfa- cherweise aus einem Kennfeld abhängig von dem Istwert MA_AVZ_ der Luftmasse des Zylinders ZI, der Drehzahl und/oder der Ansauglufttemperatur TCO ermittelt.In a step S4, Z _ is a function of the actual value MA_AV Z of the air mass in the cylinder ZI ι ι z MF_SP a target value of the fuel mass for the cylinder ZI calculated. Other variables such as the speed n and the intake air temperature TCO can also be taken into account. The target value MF SPl Z ι of the fuel mass for the cylinder ZI is This is determined from a map depending on the actual value MA_AV Z _ the air mass of the cylinder ZI, the speed and / or the intake air temperature TCO.
In einem Schritt S52ι wird dann das Einspritzventil 34 derart angesteuert, daß der Sollwert MF_SPZ1 der Kraftstoffmasse für den Zylinder ZI auch tatsächlich in dem Zylinder ZI eingestellt wird. Die Schritte SlZι bis S5Zι werden innerhalb eines Arbeitsspiels der Brennkraftmaschine je einmal durchlaufen. Falls die Berechnung und Einstellung der Stellsignale für die Stellantriebe, und das Einspritzventil des Zylinders Z2 erfolgen soll, so wird die Bearbeitung nach dem Schritt S0Ä in den Schritten Slz2, S2Z2, S3Z2, S4Z2 und S5Z2 fortgesetzt, die den entsprechenden Schritten mit dem Index „ZI" äquivalent sind. Falls die Stellsignale für die Stellantriebe und das Einspritzventil des Zylinders Z3 berechnet und eingestellt werden sollen, werden nach dem Schritt S0A die Schritte Slz3, S2Z3, S3Z3, S4Z , S5Z4 abgearbeitet, die ebenfalls äquivalent sind zu den entsprechenden Schritten mit dem Index „ZI". Falls die Stellsignale für die Stellantriebe und das Einspritzventil des Zylinders Z4 ermittelt und gesteuert werden sollen, so werden nach dem Schritt S0A die Schritte Slz4, S2Z , S3Z4, S4Z4, S5Z4 abgearbeitet, die ebenfalls den entsprechenden Schritten mit dem Index „ZI" äquivalent sind.In a step S5 2 ι, the injection valve 34 is then controlled such that the setpoint MF_SP Z1 of the fuel mass for the cylinder ZI is actually set in the cylinder ZI. The steps Sl Z ι to S5 Z ι are carried out once each within one working cycle of the internal combustion engine. If the calculation and setting of the control signals for the actuators and the injection valve of the cylinder Z2 is to take place, the processing is continued after the step S0 Ä in the steps Sl z2 , S2 Z2 , S3 Z2 , S4 Z2 and S5 Z2 , which the corresponding steps with the index "ZI" are equivalent. If the control signals for the actuators and the injection valve of the cylinder Z3 are to be calculated and set, the steps S1 z3 , S2 Z3 , S3 Z3 , S4 Z , S5 after step S0 A Z4 processed, which are also equivalent to the corresponding steps with the index "ZI". If the control signals for the actuators and the injection valve of the cylinder Z4 are to be determined and controlled, then the steps S1 z4 , S2 Z , S3 Z4 , S4 Z4 , S5 Z4 are processed after step S0 A , which also corresponds to the corresponding steps with the Index "ZI" are equivalent.
In einem Schritt S6 wird das Programm gestoppt. Das Programm wird für jeden Zylinder ZI, Z2, Z3, Z4 innerhalb eines Arbeitsspieles der Brennkraftmaschine genau einmal aufgerufen. In der Steuereinrichtung 5 ist eine Ablaufsteuerung vorgese- hen, die den zeitlichen Ablauf der Schritte Slz_ bis S5Z4 koordiniert. Der daraus resultierende zeitliche Ablauf der Schritte SlZι bis S5Z4 ist in Figur 3 abhängig von dem Kurbelwellenwinkel für eine Drehzahl dargestellt die kleiner ist als ein vorgegebener Schwellenwert (z.B. 3000 Umdrehun- gen/Min) . Dabei bezeichnet UT den unteren Totpunkt des Kol- bens des Zylinders ZI, LWUT den oberen Totpunkt des Kolbens des Zylinders ZI während des Ladungswechsels und ZOT den oberen Totpunkt des Kolbens des Zylinders ZI vor dem Verbrennungstakt des Zylinders ZI. Das Berechnen des Sollwertes MA_SPZι der Luftmasse im Zylinder ZI in dem Schritt Slz_ erfolgt während des Abgastaktes des Zylinders ZI, d.h. zwischen dem unteren Totpunkt UT und dem oberen Totpunkt bei Ladungswechsel LWUT des Kolbens des Zylinders ZI.In a step S6, the program is stopped. The program is called up exactly once for each cylinder ZI, Z2, Z3, Z4 within one working cycle of the internal combustion engine. A sequence control is provided in the control device 5, which coordinates the chronological sequence of the steps S1 z to S5 Z4 . The resulting temporal sequence of steps S1 Z to S5 Z4 is shown in FIG. 3 as a function of the crankshaft angle for a rotational speed which is less than a predetermined threshold value (for example 3000 revolutions / min). Here UT denotes the bottom dead center of the the cylinder ZI, LWUT the top dead center of the piston of the cylinder ZI during the gas exchange and ZOT the top dead center of the piston of the cylinder ZI before the combustion stroke of the cylinder ZI. The calculation of the target value MA_SP Z ι of the air mass in the cylinder ZI in step S1 z _ takes place during the exhaust cycle of the cylinder ZI, ie between the bottom dead center UT and the top dead center when the charge of the piston of the cylinder ZI changes LWUT.
Während des Ansaugtaktes des Zylinders ZI, der zwischen dem oberen Totpunkt bei Ladungswechsel LWUT und dem unteren Totpunkt UT des Kolbens des Zylinders ZI liegt, erfolgt das Steuern des Sollwertes MA_SPZι der Luftmasse für den Zylinder ZI in dem Schritt S2zι und anschließend das Berechnen des Istwertes MA_AVZ_ der Luftmasse in dem Zylinder ZI in dem Schritt S3zι- Während des Kompressionstaktes des Zylinders ZI, der zwischen dem unteren Totpunkt UT und dem oberen Totpunkt ZOT des Kolbens des Zylinder ZI vor dem Verbrennungstakt ist, erfolgt dann das Berechnen des Sollwertes MF_SPzι der Kraftstoffmasse für den Zylinder ZI in dem Schritt S4zι und anschließend das Steuern des Sollwertes MF_SPZι der Kraftstoffmasse für den Zylinder ZI in dem Schritt S5Zι.During the intake stroke of the cylinder ZI, which lies between the top dead center for gas exchange LWUT and the bottom dead center UT of the piston of the cylinder ZI, the setpoint MA_SP Z ι of the air mass for the cylinder ZI is controlled in step S2 z ι and then that Calculating the actual value MA_AV Z _ of the air mass in the cylinder ZI in step S3 z ι- During the compression stroke of the cylinder ZI, which is between the bottom dead center UT and the top dead center ZOT of the piston of the cylinder ZI before the combustion stroke, this is done Calculating the target value MF_SP z ι of the fuel mass for the cylinder ZI in step S4 z ι and then controlling the target value MF_SP Z ι of the fuel mass for the cylinder ZI in step S5 Z ι.
Die jeweilige Abarbeitung der Schritte Slzι - S5z4r die sich nur durch ihren Index unterscheiden, erfolgt entsprechend synchron zu der Kolbenstellung des jeweiligen dem Zylinder Z1,Z2,Z3,Z4 zugeordneten Kolbens. Lastsprünge können somit sehr einfach innerhalb eines Arbeitsspiels der Brennkraftmaschine eingestellt werden. Dabei kann auch der das vorgegebe- ne Luft/Kraftstoff-Verhältnis präzise eingestellt werden, da jeweils in dem Schritt S3zι, S3Z2, S3Z3, S3Z4 der tatsächliche Istwert MA AVZι bis z4 der Luftmasse in dem Zylinder berechnet wird und dieser dann Grundlage für die Berechnung des Sollwertes MF_SPZι-z4 n den Schritten S4Zι_z4 ist. Falls die Drehzahl größer ist als der vorgegebene Schwellenwert, müssen die Schritte S2zι_z4 und S5Z1-Z4 parallel abgearbeitet werden, d.h. Kraftstoff muß bereits während des Ansau- gens der Luft in den jeweiligen Zylinder Z1-Z4 eingespritzt werden. In diesem Fall wird dann dem Istwert MA_AVZι_z4 in den Schritten S3Zι-z4 einfach der Istwert der Luftmasse des in der Zündfolge vorangehenden Zylinders Z1-Z4 zugeordnet. So wird dann der Sollwert MF_SPzι-z der Kraftstoffmasse für den Zylinder jeweils auf Grundlage der tatsächlichen Luftmasse des in der Zündfolge vorangehenden Zylinders berechnet. Auf diese Weise erfolgt jedoch immer noch ein ausreichend genaues Einstellen des vorgegebenen Luft/Kraftstoff-Verhältnisses, dessen Abweichungen innerhalb eines Segmentes, d.h. zwischen den Zündzeitpunkten zweier in der Zündfolge benachbarter Zylin- der, ausgeglichen werden können. The respective execution of the steps Sl z ι - S5 z4 r, which differ only in their index, takes place synchronously with the piston position of the respective piston assigned to the cylinder Z1, Z2, Z3, Z4. Load jumps can thus be set very easily within one working cycle of the internal combustion engine. The specified air / fuel ratio can also be set precisely since the actual actual value MA AV Z ι to z4 of the air mass in the cylinder is calculated in step S3 z ι, S3 Z2 , S3 Z3 , S3 Z4 and this is then the basis for the calculation of the target value MF_SP Z ι-z 4 in steps S4 Z ι_ z4 . If the speed is greater than the predetermined threshold, the steps S2 and S5 z ι_ must z4 Z1 - Z4 are processed in parallel, that fuel has already during the Ansau- gens the air are injected into the respective cylinders Z1-Z4. In this case, the actual value of the air mass of the cylinder Z1-Z4 preceding the ignition sequence is simply assigned to the actual value MA_AV Z ι_ z4 in steps S3 Z ι- z4 . The setpoint MF_SP z ι- z of the fuel mass for the cylinder is then calculated on the basis of the actual air mass of the cylinder preceding the ignition sequence. In this way, however, the specified air / fuel ratio is still set with sufficient accuracy, the deviations of which can be compensated for within a segment, ie between the ignition times of two cylinders neighboring in the ignition sequence.

Claims

Patentansprüche claims
1. Verfahren zum Steuern einer Brennkraftmaschine mit mehreren Zylindern (ZI, Z2, Z3, Z ) , denen jeweils Stellantriebe (32,33) zugeordnet sind, die auf Gaswechselventile einwirken, und denen jeweils ein Einspritzventil (34) zugeordnet ist, das in dem Zylinderkopf (3) derart angeordnet ist, daß der Kraftstoff direkt in den jeweiligen Zylinder (ZI, Z2, Z3, Z4 ) der Brennkraftmaschine zugemessen wird, mit Schritten in der angegebenen Reihenfolge innerhalb eines Arbeitsspiels der Brennkraftmaschine :1. A method for controlling an internal combustion engine with a plurality of cylinders (ZI, Z2, Z3, Z), each of which actuators (32, 33) are assigned, which act on gas exchange valves, and each of which is assigned an injection valve (34), which in the Cylinder head (3) is arranged in such a way that the fuel is metered directly into the respective cylinder (ZI, Z2, Z3, Z4) of the internal combustion engine, with steps in the order specified within a working cycle of the internal combustion engine:
- Berechnen eines Sollwertes der Luftmasse eines einzelnen Zylinders (ZI, Z2, Z3, Z4 ) ,Calculating a target value of the air mass of a single cylinder (ZI, Z2, Z3, Z4),
Steuern der Stellantriebe des einzelnen Zylinders (ZI, Z2, Z3, Z4) abhängig von dem Sollwert der Luftmasse für diesen Zylinder,Controlling the actuators of the individual cylinders (ZI, Z2, Z3, Z4) depending on the target value of the air mass for this cylinder,
- Erfassen eines Istwertes der Luftmasse in dem einzelnen Zylinder (ZI, Z2, Z3, Z4) während oder nach dem Ansaugtakt des einzelnen Zylinders (ZI, Z2, Z3, Z4) , - Berechnen eines Sollwertes der Kraftstoffmasse in dem einzelnen Zylinder (ZI, Z2, Z3, Z4 ) abhängig von dem Istwert der Luftmasse und- Detecting an actual value of the air mass in the individual cylinder (ZI, Z2, Z3, Z4) during or after the intake stroke of the individual cylinder (ZI, Z2, Z3, Z4), - Calculating a target value of the fuel mass in the individual cylinder (ZI, Z2, Z3, Z4) depending on the actual value of the air mass and
Steuern des Einspritzventils des einzelnen Zylinders (ZI, Z2, Z3, Z4) abhängig von dem Sollwert der Kraftstoffma- sse.Controlling the injection valve of the individual cylinder (ZI, Z2, Z3, Z4) depending on the target value of the fuel mass.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß in einem oder mehreren vorgegebenen Drehzahlbereichen der Brennkraftmaschine dem Istwert der Luftmasse des einzelnen Zylin- ders (ZI, Z2, Z3, Z4 ) der Istwert der Luftmasse des in der Zündfolge vorangehenden Zylinders (ZI, Z2, Z3, Z4 ) zugeordnet wird. 2. The method according to claim 1, characterized in that in one or more predetermined speed ranges of the internal combustion engine the actual value of the air mass of the individual cylinder (ZI, Z2, Z3, Z4) the actual value of the air mass of the cylinder preceding in the firing sequence (ZI, Z2, Z3, Z4) is assigned.
PCT/DE1999/002397 1998-08-03 1999-08-02 Method for controlling an internal combustion engine WO2000008308A1 (en)

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