WO2000008308A1 - Procede permettant de commander un moteur a combustion interne - Google Patents

Procede permettant de commander un moteur a combustion interne 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
Authority
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)
English (en)
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/fr

Links

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

Un moteur à combustion interne comprend plusieurs cylindres auxquels sont associés respectivement des servo-moteurs qui agissent sur des soupapes à changement gazeux et auxquels est respectivement associé une soupape d'injection qui est placée dans la culasse de telle façon que le carburant soit mesuré directement dans le cylindre respectif du moteur à combustion interne. On calcule une consigne de la masse d'air d'un cylindre individuel. Les servo-moteurs du cylindre individuel sont commandés en fonction de cette consigne de la masse d'air de ce cylindre. Une valeur réelle de la masse d'air est détectée dans le cylindre individuel pendant ou après la course d'admission du cylindre individuel. Une consigne de la quantité de carburant du cylindre individuel est calculée en fonction de la valeur réelle de la quantité d'air. La soupape d'admission du cylindre individuel est commandée en fonction de la consigne de la quantité de carburant.
PCT/DE1999/002397 1998-08-03 1999-08-02 Procede permettant de commander un moteur a combustion interne WO2000008308A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19835019A DE19835019C2 (de) 1998-08-03 1998-08-03 Verfahren zum Steuern einer Brennkraftmaschine
DE19835019.8 1998-08-03

Publications (1)

Publication Number Publication Date
WO2000008308A1 true WO2000008308A1 (fr) 2000-02-17

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WO (1) WO2000008308A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1065349A3 (fr) * 1999-06-30 2004-01-02 Nissan Motor Co., Ltd. Dispositif et méthode pour la commande d'un moteur à combustion interne
US7013862B2 (en) * 2000-09-22 2006-03-21 Robert Bosch Gmbh Method for operating an internal combustion engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7287525B2 (en) 2005-03-04 2007-10-30 Stmicroelectronics S.R.L. Method of feedforward controlling a multi-cylinder internal combustion engine and associated feedforward fuel injection control system
EP2275946A1 (fr) * 2005-03-04 2011-01-19 STMicroelectronics S.r.l. Réseau neural probabilistique et procède d'apprentissage associé

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0433632A1 (fr) * 1989-12-09 1991-06-26 Robert Bosch Gmbh Méthode de commande de moteur à combustion interne sans papillon d'admission
EP0651149A1 (fr) * 1993-10-30 1995-05-03 Bayerische Motoren Werke Aktiengesellschaft Commande du débit de carburant injecté en fonction du flux d'air dans les cylindres
EP0769613A1 (fr) * 1995-10-18 1997-04-23 FIAT AUTO S.p.A. Système de commande d'alimentation carburant/air pour moteur à piston à combustion interne
EP0854280A1 (fr) * 1995-10-02 1998-07-22 Hitachi, Ltd. Dispositif de commande pour moteur a combustion interne
JPH1130149A (ja) * 1997-07-10 1999-02-02 Nissan Motor Co Ltd 直噴火花点火式内燃機関の燃料噴射制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19610468B4 (de) * 1995-08-08 2008-04-24 Fev Motorentechnik Gmbh Verfahren zur lastabhängigen Steuerung der Gaswechselventile an einer Kolbenbrennkraftmaschine
DE19727793C2 (de) * 1997-06-30 2001-11-29 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine
DE19730973C2 (de) * 1997-07-18 2002-11-28 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0433632A1 (fr) * 1989-12-09 1991-06-26 Robert Bosch Gmbh Méthode de commande de moteur à combustion interne sans papillon d'admission
EP0651149A1 (fr) * 1993-10-30 1995-05-03 Bayerische Motoren Werke Aktiengesellschaft Commande du débit de carburant injecté en fonction du flux d'air dans les cylindres
EP0854280A1 (fr) * 1995-10-02 1998-07-22 Hitachi, Ltd. Dispositif de commande pour moteur a combustion interne
EP0769613A1 (fr) * 1995-10-18 1997-04-23 FIAT AUTO S.p.A. Système de commande d'alimentation carburant/air pour moteur à piston à combustion interne
JPH1130149A (ja) * 1997-07-10 1999-02-02 Nissan Motor Co Ltd 直噴火花点火式内燃機関の燃料噴射制御装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1999, no. 05 31 May 1999 (1999-05-31) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1065349A3 (fr) * 1999-06-30 2004-01-02 Nissan Motor Co., Ltd. Dispositif et méthode pour la commande d'un moteur à combustion interne
US7013862B2 (en) * 2000-09-22 2006-03-21 Robert Bosch Gmbh Method for operating an internal combustion engine

Also Published As

Publication number Publication date
DE19835019A1 (de) 2000-02-17
DE19835019C2 (de) 2000-12-21

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