WO2008110346A2 - Procédé de régulation d'une injection d'un injecteur d'un moteur à combustion interne à injection directe et moteur à combustion interne à injection directe - Google Patents

Procédé de régulation d'une injection d'un injecteur d'un moteur à combustion interne à injection directe et moteur à combustion interne à injection directe Download PDF

Info

Publication number
WO2008110346A2
WO2008110346A2 PCT/EP2008/001956 EP2008001956W WO2008110346A2 WO 2008110346 A2 WO2008110346 A2 WO 2008110346A2 EP 2008001956 W EP2008001956 W EP 2008001956W WO 2008110346 A2 WO2008110346 A2 WO 2008110346A2
Authority
WO
WIPO (PCT)
Prior art keywords
injection
cycle
actual
pressure
curve
Prior art date
Application number
PCT/EP2008/001956
Other languages
German (de)
English (en)
Other versions
WO2008110346A3 (fr
Inventor
Jan Hinkelbein
Original Assignee
Fev Motorentechnik Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fev Motorentechnik Gmbh filed Critical Fev Motorentechnik Gmbh
Publication of WO2008110346A2 publication Critical patent/WO2008110346A2/fr
Publication of WO2008110346A3 publication Critical patent/WO2008110346A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F02D2041/1434—Inverse model
    • 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
    • F02D41/1405—Neural network control
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for controlling an injection of an injector of a direct injection internal combustion engine and a direct injection internal combustion engine.
  • WO 2005/005813 A2 discloses a method for operating an internal combustion engine, in particular a diesel internal combustion engine with homogeneous fuel combustion.
  • a state variable in the cylinder is detected as a function of the crank angle and a cylinder state signal is obtained from the cylinder state signal to determine at least two characteristic cycle characteristic values such that the determined cycle characteristic values are stored with reference values for the cycle characteristic values are compared and an existing deviation between the two values is calculated, and that the deviation is fed to a control algorithm and adjusted as a manipulated variable, the time of fuel injection of at least one injection event and / or the inert gas in the cylinder to stabilize the combustion and / / or minimize noise and exhaust emissions.
  • the cycle characteristic values of the 50% mass conversion point of the injected fuel and the maximum pressure rise in the cylinder are determined.
  • the pressure, the temperature, the ion current or the output signal of an optical measuring principle is preferably detected.
  • This known method is based on the consideration of dynamically calculating certain engine operating parameters, such as injection timing and exhaust gas recirculation rate, as a function of variables which describe the current state within the cylinder.
  • certain engine operating parameters such as injection timing and exhaust gas recirculation rate
  • the pressure in the cylinder is detected as a function of the crank angle with a sensor. From this sensor signal, certain characteristic cycle parameters are subsequently calculated at an interval of 720 ° crank angle.
  • the pressure curve within the cylinder is thus described by two characteristic values calculated from the pressure curve itself.
  • each of the currently determined cycle characteristics is then stored with the function of engine speed and engine load each in a map desired value for the cycle characteristics and calculated an existing deviation between the two values. This deviation is subsequently fed to a control algorithm.
  • the controller dynamically calculates the new engine operating parameters required to maintain the desired cylinder state, such as injection timing and recirculated exhaust gas mass.
  • DE 197 49 817 A1 discloses an apparatus and a method for determining the start of injection or the combustion position in an internal combustion engine having at least one cylinder pressure sensor which generates a pressure-proportional output signal, a crank angle sensor which emits a representative of the crankshaft position signal, and an evaluation, the relates the pressure-proportional output signal to the crank angle.
  • the measured pressure curve is compared in a predefinable crank angle interval with at least one calculated under consideration of thermodynamic contexts, stored in the evaluation pressure profile and that from the comparison result of the injection start or the combustion position is detected if the comparison result reaches a predefinable threshold.
  • the evaluation device comprises a microprocessor which emits control signals, for example injection signals, to various components of the internal combustion engine as a function of the determined variables.
  • DE 43 41 796 A1 discloses a method for controlling the combustion in the combustion chamber of an internal combustion engine.
  • the pressure in the combustion chamber is detected in predefinable time intervals, that the pressure values are stored during the compression stroke until a predefinable crank angle is reached and, after passing the predefinable crank angle, reproduced in mirror image form in equal time intervals, that the difference between the further recorded pressure values during combustion and the output pressure values during the compression stroke is formed, that the integral of the determined difference is formed, that a predeterminable surface portion of the integral determined and the associated crank angle, at which the predeterminable surface portion is reached, is determined in that the deviation of the determined crank angle is determined by a predefinable setpoint crank angle, and in that the determined deviation represents a manipulated variable which is supplied to a control unit for controlling the combustion.
  • the center of gravity is calculated, which should correlate very well with the true position of the combustion, and that this position of the centroid makes it possible to control the ignition as a function of the actual combustion situation and the actual true combustion situation.
  • a corresponding control variable is determined on the basis of the deviation, which then influences various control operations, such as ignition, lambda setting or exhaust gas recirculation.
  • the predetermined desired crank angle is taken from a map.
  • the determined manipulated variable for example, is added to the characteristic field ignition angle and the ignition angle determined in this way is output to the ignition output stage.
  • the object of the present invention is to simplify the control of an internal combustion engine.
  • the invention proposes a method for controlling an injection of an injector of a direct injection internal combustion engine.
  • the control is based on an at least partial cylinder pressure curve, which is stored in relation to a crankshaft position.
  • the regulation comprises an at least partial, preferably entire injection course in at least one cylinder, but may also comprise only a part thereof, in particular the part in which an injection course is initiated and / or executed.
  • a mathematical model description is formed based on the stored cylinder pressure history. From the model description, an injection curve is formed for the subsequent cycle.
  • the mathematical model description describes, in contrast to the known methods of control using maps, the system to be controlled.
  • the mathematical model may include, for example, one or more cylinders with an associated injector, the entire internal combustion engine as well as parts thereof with the omission of associated units. But it can also attachments others Internal combustion engines are included, for example, a compressor, in particular an exhaust gas turbocharger as well as a mechanical compressor, such as a Roots loader, exhaust gas recirculation, exhaust aftertreatment or other, the internal combustion engine influencing device of the vehicle.
  • the mathematical model preferably includes functions. According to a first embodiment, for example, at least one transfer function is used to form a determination of the course of injection for the next cycle. A further embodiment provides that equations, such as differential equations, are used alternatively and / or supplementarily.
  • the mathematical model description or mathematical model descriptions may be linear, non-linear, neural networks, and / or otherwise configured.
  • an actual injection profile for the cylinder is determined in a first cycle of a cylinder of the internal combustion engine.
  • an actual pressure curve for the cylinder is determined.
  • at least one operating variable for the internal combustion engine is determined.
  • a desired pressure profile is formed for a later, second cycle of the cylinder.
  • the mathematical model description is formed from the actual pressure profile and the actual injection profile.
  • a desired injection curve is formed for the second cycle.
  • the SoII injection process is applied to the and / or at least one other cylinder of the internal combustion engine.
  • An advantage of this proposed method is that the combustion process can be improved by means of a pressure indication during driving, i. the actual pressure curve can be approximated very well to the desired pressure curve.
  • the formation of the desired pressure curve can take place, for example, by storing the various optimum desired pressure profiles in the form of characteristic values, for example in the form of characteristic values of a cyclic process, and, if necessary, calculating these from these characteristic values; Thus, it is not necessary to store the complete target pressure profiles.
  • the creation or determination of, in particular, a multiplicity of different, particularly complex characteristic diagrams can be dispensed with.
  • the proposed method uses the idea that there is a pressure profile in each operating state, with respect to the respective requirements, such as Emissions, fuel consumption, combustion noise, torque, wear, etc., is optimal. Since many influences affect the mixture formation and combustion during operation, this optimum pressure profile can not or only rarely be achieved with an injection profile predetermined by a characteristic diagram, in particular amount and / or rate, as used in the known methods described above. The previous approach was to consider more and more of these influences in the regulation. This inevitably led to ever larger and / or more detailed and / or more numerous and / or memory-intensive maps and increasingly extensive calculations.
  • the proposed method offers the advantages of an injection control or combustion process control, namely that cyclical fluctuations are damped and tolerances and aging and environmental influences, such as height of the current location, outside temperature, air pressure, humidity, oxygen, carbon dioxide, carbon monoxide, nitrogen oxide , Fine dust content of the ambient air, etc., and other influences, such as fuel quality, can be largely compensated.
  • Another advantage of the proposed method is that also operating modes are possible, which are not feasible with a conventional control / regulation, such as any shaping of the pressure curve, heating curve or combustion curve for conventional operation and / or regeneration operation, as well as a steady change between the progressions of a first operating mode and a second operating mode.
  • the method proposed in particular in the form of a transfer function uses, for example, an assumption that the effects of disturbance variables such as boost pressure, inert gas content, etc. on the cylinder pressure curve or actual pressure curve are preferably already contained in this determined pressure profile and consequently automatically be considered in the model description. Thus, these effects do not need to be extra modeled if it can be assumed that these disturbances are nearly constant during a cycle.
  • disturbance variables such as boost pressure, inert gas content, etc.
  • the actual injection profile can be determined, for example, by measuring or preferably by reading out from an individual injector map using a drive signal for an injector which is to realize the injection profile for the cylinder, which is usually already supplied with this injector becomes.
  • the drive signal for the injector can also be taken directly as the actual injection curve for the cylinder.
  • the model description preferably also takes into account the behavior of the "injector" system.
  • measuring is to be understood here in the broad sense and includes above all a direct measurement and an indirect measurement, ie deriving from at least one other measured variable.
  • the actual pressure profile for example, can also be determined by measuring.
  • the operating variables can include, for example, the rotational speed and the load and can be determined, for example, by measuring.
  • the SoII pressure curve can be formed, for example, by calculating or preferably by being read out of a characteristic map.
  • This calculation of the desired pressure profile can be effected, for example, by the fact that, for the purpose of reducing the memory requirement, the various optimum desired pressure profiles are stored in the form of characteristic values, for example in the form of characteristic values of a cyclic process, and if necessary calculated from these characteristic values; Thus, it is not necessary to store the complete target pressure profiles.
  • the creation or determination of characteristic diagrams can be dispensed with.
  • the model description and the desired injection course can be formed for example by calculation become.
  • the distance between the first cycle and the second cycle can be arbitrarily selected as needed. For example, it may be provided that the first cycle and the second cycle follow one another directly or are separated from one another by at least one cycle.
  • the time interval during which the actual injection curve or actual pressure profile are determined can be selected arbitrarily as needed.
  • the determination of the actual injection profile and / or actual pressure profile can take place during at least one period of the cycle or during the entire cycle or during at least two cycles directly after one another.
  • the position of the time portion of the cycle can be arbitrarily selected as needed.
  • the period of the cycle may include the top dead center of the cylinder and / or the compression phase and / or the expansion phase of the cylinder.
  • the actual pressure profile and / or the actual injection profile is monitored for plausibility with the aid of at least one state variable of the internal combustion engine.
  • a state variable for example, the exhaust gas temperature, the lambda value, the pressure in the intake manifold, the pressure in the exhaust manifold, etc. in question.
  • model description is formed by the fact that: from the actual injection profile or actual pressure profile and at least one other actual injection profile or actual pressure profile of at least one other cycle and / or at least one other Cylinder an average injection curve or an averaged pressure curve is formed;
  • the model description is formed using the averaged injection curve and / or the averaged pressure curve.
  • This filtering can reduce measurement noise.
  • the type of pressure curve can be chosen as required.
  • the actual pressure profile can be an actual cylinder pressure curve and / or the desired pressure profile can be a desired cylinder pressure curve
  • the actual pressure profile can be an actual combustion pressure profile and / or the desired pressure profile can be a desired combustion pressure profile be, or it may be the actual pressure curve, an actual heat history and / or the desired pressure curve be a desired heat history, or it may be the actual pressure curve, an actual combustion history and / or the desired pressure curve, a target combustion curve be.
  • the actual or desired combustion pressure curve can thereby be formed from an actual or desired cylinder pressure curve, such that: an actual value or actual cylinder pressure curve at the beginning of the compression.
  • Target drag pressure curve is formed; - The actual or target drag pressure curve is subtracted from the actual or desired cylinder pressure profile and thus the actual or desired combustion pressure curve is obtained.
  • the actual or desired heating profile can be formed by calculating from an actual or desired cylinder pressure profile, and the actual or desired combustion profile can be formed by integrating an actual or desired heating profile.
  • the modeling of the model can be done in a variety of ways, for example, using the least squares method or the auxiliary variable method or the stochastic approximation method.
  • the formation of the desired injection profile can take place in different ways, for example according to a first variant by means of an inversion of the model description and / or according to a second variant by means of an inverse model description and / or according to a third variant by means of a universal inverse Model description.
  • a model description describing the pressure variation as a function of the course of injection or mapping the course of injection to the pressure profile is formed, then this model description is inverted, resulting in a Inverse model description that describes the course of injection as a function of the pressure curve or the pressure curve maps to the course of injection emerges, and then this inverse model description is applied to a, preferably predetermined, desired pressure profile, resulting in a desired injection curve.
  • an inverse model description which describes the course of injection as a function of the pressure curve or maps the pressure profile to the injection curve, directly, ie without the detour via a model description, the pressure profile is described as a function of the course of the injection or maps the course of the injection to the pressure curve, is formed, and then this inverse model description is applied to a, preferably predetermined, desired pressure profile, from which a desired injection profile emerges.
  • a universal inverse model description that describes the course of injection in a wide range of application, ie not only in individual cases or for the respective current cycle, preferably generally valid, depending on the pressure curve or the pressure curve depicts the course of injection, is applied to a, preferably predetermined, desired pressure profile, resulting in a desired injection curve.
  • This universal inverse model description can for example be determined in advance by tests with engine test stands and / or test or pre-series vehicles from many injection curves and pressure curves and stored for the control, for example in a neural network, and then stored in operation with the current Measured values are adapted.
  • control method may include, for example, a hitherto conventional control using maps and / or an adaptive control and / or a parametrically iteratively learning control.
  • This other control method may include, for example, a hitherto conventional control using maps and / or an adaptive control and / or a parametrically iteratively learning control.
  • Such an inconvenience can occur, for example, in the transient operation of the internal combustion engine, for example in the case of sudden full load request or sudden overrun.
  • the proposed method is preferably suitable for operation with diffusion-controlled combustion, so that if, for example, at low loads and thus small injection quantities only a premixed combustion is possible, then such an incongence can occur.
  • a change of the method may be provided as redundancy.
  • a further development provides that with certain changes, in particular when exceeding at least one predefinable, the operation of the internal combustion engine characterizing value, in particular gradients, a changeover takes place with respect to the control of the internal combustion engine. If, for example, a load jump is detected, another method of regulation is used according to a development that does not use a model description or that provides for an extension. The extension can be done for example by an appropriately stored in maps adaptation as a function of load jump.
  • the adaptation may take the form of a change in the model description or a supplement to the model description or an adaptation of the desired injection profile.
  • control is combined with a precontrol according to this method.
  • the precontrol can be made possible, for example, by a self-learning neural network, in which there are a large number of empirical values by passing through identical or similar operating situations. This can be preset by recognizing an already known and / or similar operating situation, presetting the already known and / or ascertainable values. In this way, a setting via the mathematical model description, in particular a transfer function, can also be applied to highly transient operating ranges, such as positive and negative acceleration phases.
  • model description is supported by means of an implemented learning algorithm.
  • the model description comprises at least one transfer function.
  • This can be linear or nonlinear. Two or more transfer functions can also be used. If there are several systems to be considered separately from one another, a mathematical model description, preferably in the form of a linear transfer function, can be present for each.
  • the internal combustion engine may be divided into various systems, such as a first and a second cylinder bank when a 6 or 12 cylinder engine is present. If a hybrid system is used, the first system may describe the internal combustion engine and a second system an electric motor and / or a generator.
  • a limitation of the change in the injection curve is achieved by: comparing the desired injection profile of the first cycle with the desired injection curve of an earlier, third cycle; the target injection course of the first cycle, when the comparison shows that it exceeds that of the third cycle by more than an allowed change range, is limited so far that it complies with this predetermined limit.
  • the desired injection course can also be generated as required in any desired manner, for example continuously, at a variable rate and / or by at least two separate injection events.
  • the continuous generation can be realized, for example, with an injector, such as the CORA RS from FEV Motorentechnik GmbH, whose injection rate as well as injection times are extremely flexible and nevertheless precisely adjustable.
  • model description is carried out with the aid of a neural network.
  • a learning algorithm may preferably be implemented which supports the modeling of the model, for example by the formation of the transfer function and / or by the inversion of the transfer function and / or by the formation of the inverse transfer function.
  • the invention also proposes a direct injection internal combustion engine with a control device, at least one sensor and a stored functionality.
  • the control device has at least one injector per cylinder, at least a load request determination and at least one calculation unit.
  • the stored functionality serves to form a mathematical model description on the basis of the injection course in the one cycle, which serves to form an injection course of a subsequent cycle.
  • the control device may be designed such that it carries out the control according to the method according to one of the preceding claims.
  • the internal combustion engine is provided with:
  • a control device for controlling an injection of the injector a memory containing a map with cylinder pressure curves for different operating conditions of the internal combustion engine;
  • an angle sensor detecting an angular position of a crankshaft of the internal combustion engine
  • At least one pressure sensor per cylinder which detects a pressure in the cylinder
  • control unit connected to the injector, the accumulator, the angle sensor and the pressure sensor; wherein the control unit is designed such that it: reads the angle values from the angle sensor;
  • a drive signal representing the desired injection course animal sends to the injector.
  • the internal combustion engine is provided with: at least one cylinder;
  • a memory containing a map with cylinder pressure curves for different operating states of the internal combustion engine
  • An angle sensor which detects an angular position of a crankshaft of the internal combustion engine; at least one pressure sensor per cylinder, which detects a pressure in the cylinder;
  • Means connected to the angle sensor and serving to read the angle values from the angle sensor;
  • Means which are connected to the injector and which serve to send a drive signal to the injector; - Means, which serve to form an actual injection curve as a function of the crank angle from the control signal and the angle values;
  • - Means which serve to form the mathematical model description after completion of combustion of a first cycle and before commencement of injection of a later, second cycle, of the actual cylinder pressure curve of the first cycle and the actual injection curve of the first cycle; - means, which are connected to the memory and serve to determine from the map a target cylinder pressure curve for the second cycle;
  • the respective means can be used in integrated circuits, discrete circuits, in control er sheep integrated or spaced exist.
  • a motor control in which preferably at least one of the means, in particular all means, is integrated, function as the sole control device for the control.
  • the means can also be integrated into one or more arithmetic and / or memory units, in particular using a CPU.
  • a parallel operation can be set up to effectively use different, similar control means, such as control units. Such a parallel operation is particularly advantageous in the case of several systems to be considered and respectively existing mathematical model descriptions, which are preferably also coupled to one another. The parallel operation allows a particular in a work cycle to be enabled reaction of different systems, which is coordinated with each other.
  • the pressure sensor can work with a direct pressure measurement principle, as is the case for example with a piezoelectric pressure sensor, or with an indirect pressure measurement principle, as is the case, for example, with an ion current sensor.
  • At least one further sensor may be provided which detects at least one state variable of the internal combustion engine.
  • the control unit is connected to the further sensor and is designed such that it reads the values from the further sensor and, with the aid of the state variables, a plausibility diagnosis of the pressure sensor, preferably with the aid of on-board - Diagnostics, performs.
  • means may be provided which are connected to the further sensor and which serve to read the values from the further sensor and, with the aid of the state variables, to perform a plausibility diagnosis of the pressure sensor, preferably with the aid of on-board diagnostics.
  • the further sensor may be, for example, an exhaust gas temperature sensor, a lambda probe, etc.
  • the pressure sensor in the present invention is now a determining element for achieving an optimal combustion process, the proper functioning of the pressure sensor can be monitored with the aid of the further sensor. In addition, these measures allow a correction of the pressure sensor signal. It can be provided that the Model description also includes a transfer function. This can be linear or nonlinear.
  • a neural network is provided, with the aid of which the functionality is realized.
  • a learning algorithm may preferably be implemented which supports the modeling of the model, for example by the formation of the transfer function and / or by the inversion of the transfer function and / or by the formation of the inverse transfer function.
  • the internal combustion engine can operate on a diesel principle and / or an Otto principle.
  • the proposed method is used in a mobile device, in particular in a vehicle having an internal combustion engine according to the above proposals.
  • vehicle may be of any type and, for example, a passenger car, a truck, a rail vehicle, an airplane, a ship, etc. However, it may also be a stationary use, for example in an emergency generator, a combined heat and power plant or the like.
  • the invention further proposes a computer program for carrying out the proposed method.
  • the computer program comprises program code sections that cause the proposed method to be performed when the computer program is run on a computer.
  • FIG. 1 shows a schematic representation of a first embodiment of a direct-injection internal combustion engine
  • FIG. 2 shows a schematic representation of a second embodiment of a direct-injection internal combustion engine
  • 3 shows a schematic representation of a motor vehicle
  • 4 is a schematic flow diagram of a first embodiment of a method for controlling injection of an injector of the direct injection internal combustion engine of FIG. 1;
  • FIG. 5 shows a schematic structural diagram of a second embodiment of a method for regulating an injection of an injector of the direct injection internal combustion engine of FIG. 1.
  • Fig. 1 shows a part of a diesel engine 10 in a first embodiment as an example of a direct-injection internal combustion engine.
  • the diesel engine 10 has a cylinder 11, a crankshaft 12 connected to the piston of the cylinder 11 via a connecting rod, and a control device 13 for controlling injection into the combustion chamber of the cylinder 11.
  • the control device 13 has a control unit 15 and a memory 16 connected thereto, which contains a characteristic map with cylinder pressure profiles for different operating states of the diesel engine 10.
  • the control unit 15 is also provided with an injector 17, which opens into the combustion chamber of the cylinder 11, a pressure sensor 18, which detects a pressure in the combustion chamber of the cylinder 11, an angle sensor 19, which detects an angular position of the crankshaft 12, and an exhaust gas temperature sensor 20th and a lambda probe 21, which are arranged on the outlet line 14.
  • the control device 13 regulates the injection of the injector 17 as a function of the signals of the pressure sensor 18, the angle sensor 19, the exhaust gas temperature sensor 20 and the lambda probe 21, as will be explained in more detail below with reference to FIG. 4.
  • control unit 15 continuously performs a plausibility diagnosis of the pressure sensor 18 with the aid of the exhaust gas temperature sensor 20 and the lambda probe 21, which detect the exhaust gas temperature and the lambda value as state variables of the diesel engine 10.
  • Fig. 2 shows a part of a diesel engine 10 in a second embodiment, which is similar to the first embodiment. Therefore, in the following, only the differences of these two embodiments will be described.
  • the control device 13 instead of the control unit 15 of the first embodiment a plurality of means 22 to 31, which will be described in detail below.
  • the means 22 are connected to the angle sensor 19 and serve to read from this the angle values.
  • the means 23 are connected to the injector 17 and serve to send the drive signal thereto.
  • the means 24 serve to form the actual injection curve as a function of the crank angle from the control signal and the angle values.
  • the means 25 are connected to the pressure sensor 18 and serve to read from this the pressure values.
  • the means 26 serve to form the actual cylinder pressure curve as a function of the crank angle from the pressure values and the angle values.
  • the means 27 serve to form the linear transfer function after completion of the combustion of the first cycle from the actual cylinder pressure profile and the actual injection profile.
  • the means 28 are connected to the memory 16 and serve to determine from the map, the target cylinder pressure curve for the second cycle.
  • the means 29 serve to calculate from the transfer function and the desired cylinder pressure curve for the second cycle a desired injection curve for the second cycle. This is done in this second embodiment similar to the first embodiment, but it is provided here that the load sensor (not shown) is connected to the means 29 and that they calculate the speed of the angle throwing.
  • the means 23 further serve to send to the injector 17 the drive signal representing the desired injection course in the second cycle. In this second embodiment, the means 22 to 29 perform the control method described above for the first embodiment.
  • the means 30 and 31 are connected to the exhaust-gas temperature sensor 20 and the lambda probe 21 and serve to read the values from the respectively associated sensor 20, 21 and perform the plausibility diagnosis of the pressure sensor 18 with the aid of these values.
  • means 30 and 31 perform the plausibility diagnosis described above for the first embodiment.
  • Fig. 3 shows schematically a passenger car 32 which is equipped with a diesel engine 10 according to the first or second embodiment.
  • Other examples of such vehicles may be lorries, railcars, aircraft, ships, etc.
  • the method as well as the direct injection internal combustion engine is used when a biofuel and / or alcohol is added to a petroleum-based fuel.
  • 4 shows a flow chart of a first embodiment of a method for controlling injection of the injector 17 of the diesel engine 10 of FIG. 1.
  • the crankshaft 12 rotates, and the controller 15 is configured to be of the Angle sensor 19 constantly reads the angle values z, discrete or continuous.
  • the control unit 15 sends in a step 101 a drive signal to the injector 17, which was either determined in the previous cycle, or if, for example, when starting the diesel engine 10 is not a previous cycle, given and permanently stored , From this drive signal and the angle values, the control unit 15 forms an actual injection curve EV 1 (Z) as a function of the crank angle z in a step 102.
  • the control unit 15 constantly reads the pressure values from the pressure sensor 18 during operation of the diesel engine 10 and forms an actual cylinder pressure curve P 1 (Z) as a function of the crank angle z in a step 103 from these pressure values and the angle values z.
  • the control unit After completion of the combustion in this first cycle and before commencement of an injection of the subsequent second cycle, the control unit forms a linear transfer function Gi (z) from the actual cylinder pressure curve pi (z) and the actual injection curve EVi (z) in a step 104. , In this case, the control unit 15 can detect the corresponding point in time at which it starts this forming of the transfer function, for example with the aid of a predetermined crank angle or because a current pressure value falls below a predetermined limit value.
  • the control unit 15 accesses the memory 16 and determined in a step 105 from the map stored there a desired cylinder pressure curve psoi ⁇ (z) for the second cycle. This is done in this first embodiment in accordance with a load request, which is determined in a step 106 as one of the operating variables of the diesel engine 10. This determination of the load request is carried out here by means of a load sensor, not shown, which is connected to the control unit 15 and detects, for example, in a passenger car or truck, the position of an accelerator pedal. Another operating variable for the diesel engine 10, according to which the target cylinder pressure curve is read from the characteristic map, is the speed of the diesel engine 10, which calculates the control unit 15 from the angle values.
  • the control unit 15 From the transfer function G 1 (Z) and this desired cylinder pressure curve p ⁇ (z) for the second cycle, the control unit 15 then calculates a target value in a step 107. Injection curve EV2 (z) for the second cycle. This happens here in that the control unit 15 inverts the transfer function G 1 (Z) and then applies this inverse transfer function 1 / Gi (z) to the desired cylinder pressure profile psoi 1 (z). In a step 108, the control unit 15 then converts this desired injection course psoi 1 (z) into a drive signal and sends it in a step 101 to the injector 17 in the second cycle.
  • the above-described steps 101-108 will now be analogous to FIG repeated the second cycle. This cycle thus represents a regulated route 109.
  • FIG. 5 shows the structure of a second embodiment of a method for controlling injection of the injector 17 of the diesel engine 10 of FIG. 1, which is an extension of the first embodiment. Therefore, only the differences between these two embodiments will be described below.
  • the controlled path 109 is connected in series with a parametric iterative learning controller 110, hereinafter also abbreviated to ILR.
  • ILR parametric iterative learning controller
  • the output of the ILR 110 is connected to the input of the controlled path 109, which is also an input of the regulator 15.
  • the output of the controlled path 109, which is also the output of the controlled system 17, is connected to an input of the ILR 110.
  • control method of the first embodiment is combined with another control method, namely an ILR.
  • another control method namely an ILR.

Landscapes

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

Abstract

L'invention concerne un procédé de régulation d'une injection d'un injecteur d'un moteur à combustion interne à injection directe et un dispositif destiné à cet effet. Selon l'invention, la régulation est fondée sur un profil de pression de cylindre enregistré par rapport à la position du vilebrequin. La régulation comporte un profil d'injection global pour au moins un cylindre. A la fin de la combustion d'un premier cycle et avant l'injection d'un cycle consécutif, une fonction de transfert linéaire fondée sur au moins un profil de pression de cylindre enregistré par rapport à une position du vilebrequin correspondante, est déterminée. Un profil d'injection pour le cycle suivant est calculé à partir de cette fonction de transfert.
PCT/EP2008/001956 2007-03-13 2008-03-12 Procédé de régulation d'une injection d'un injecteur d'un moteur à combustion interne à injection directe et moteur à combustion interne à injection directe WO2008110346A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007012604.4A DE102007012604B4 (de) 2007-03-13 2007-03-13 Verfahren zum Regeln einer Einspritzung eines Injektors einer direkteinspritzenden Verbrennungskraftmaschine und direkteinspritzende Verbrennungskraftmaschine
DE102007012604.4 2007-03-13

Publications (2)

Publication Number Publication Date
WO2008110346A2 true WO2008110346A2 (fr) 2008-09-18
WO2008110346A3 WO2008110346A3 (fr) 2008-11-20

Family

ID=39688178

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/001956 WO2008110346A2 (fr) 2007-03-13 2008-03-12 Procédé de régulation d'une injection d'un injecteur d'un moteur à combustion interne à injection directe et moteur à combustion interne à injection directe

Country Status (2)

Country Link
DE (1) DE102007012604B4 (fr)
WO (1) WO2008110346A2 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170298857A1 (en) * 2016-04-13 2017-10-19 Jaguar Land Rover Limited Method and apparatus for controlling an engine based on a target pressure curve
US9915210B2 (en) 2016-04-13 2018-03-13 Jaguar Land Rover Limited Method and apparatus for controlling an engine based on a target pressure curve
CN109630299A (zh) * 2017-09-25 2019-04-16 Fev欧洲有限责任公司 用于确定燃料注入曲线的方法

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009016274B4 (de) * 2008-04-08 2016-11-10 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Messung und Diagnose einer Kraftstoffeinspritzung
DE102008042915B3 (de) * 2008-10-16 2010-02-11 Thielert Aircraft Engines Gmbh Verfahren zum Betreiben eines selbstverdichtenden Flugzeugmotors
DE102009018735A1 (de) 2009-04-27 2010-10-28 Fev Motorentechnik Gmbh Abgasrückführung
DE102009030820A1 (de) 2009-06-26 2010-12-30 Fev Motorentechnik Gmbh Sounddesign durch Zylinderdruckvariation mittels einer Verbrennungsregelung
DE102009055734A1 (de) 2009-11-26 2011-06-01 Fev Motorentechnik Gmbh Multifuel-Diesel-Verbrennungskraftmaschine
DE102011103707B4 (de) 2010-05-31 2023-04-13 FEV Europe GmbH Diesel-Einspritzvorrichtung und Verfahren hierzu
JP5220212B1 (ja) * 2012-03-13 2013-06-26 三菱電機株式会社 圧縮自己着火内燃機関の制御装置および制御方法
JP6354478B2 (ja) * 2014-09-11 2018-07-11 株式会社デンソー 燃焼制御装置
DE102014116128A1 (de) 2014-11-05 2016-05-12 Volkswagen Aktiengesellschaft Verfahren und Steuervorrichtung zum Betreiben einer Brennkraftmaschine
DE102017112213A1 (de) 2017-06-02 2017-08-31 FEV Europe GmbH Verfahren zur Zylinderdrucksteuerung
DE102017120416A1 (de) 2017-09-05 2017-12-21 FEV Europe GmbH Verfahren zum betreiben eines injektors

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5925089A (en) * 1996-07-10 1999-07-20 Yamaha Hatsudoki Kabushiki Kaisha Model-based control method and apparatus using inverse model
EP1316704A2 (fr) * 2001-12-01 2003-06-04 Robert Bosch Gmbh Méthode et appareil de commande d'un moteur à combustion interne
WO2005005813A2 (fr) * 2003-07-15 2005-01-20 Avl List Gmbh Moteur a combustion interne
EP1538325A1 (fr) * 2002-09-09 2005-06-08 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de moteur a combustion interne
DE102004001118A1 (de) * 2004-01-07 2005-09-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
AT8011U1 (de) * 2004-04-27 2005-12-15 Avl List Gmbh Verfahren zum betreiben einer brennkraftmaschine
EP1731740A1 (fr) * 2005-06-07 2006-12-13 Peugeot Citroën Automobiles S.A. Système et procédé de contrôle de l'injection de carburant d'un moteur Diesel de véhicule automobile
DE102006016905A1 (de) * 2006-04-11 2007-10-25 Daimlerchrysler Ag Verfahren zum Betreiben einer Brennkraftmaschine

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4341796A1 (de) 1993-12-08 1995-09-14 Bosch Gmbh Robert Verfahren zur Regelung der Verbrennung im Brennraum einer Brennkraftmaschine
US5746183A (en) * 1997-07-02 1998-05-05 Ford Global Technologies, Inc. Method and system for controlling fuel delivery during transient engine conditions
DE19749817B4 (de) 1997-11-11 2008-03-20 Robert Bosch Gmbh Vorrichtung und Verfahren zur Ermittlung des Spritzbeginns
DE10001828A1 (de) 2000-01-18 2001-07-19 Fev Motorentech Gmbh Direktgesteuerte Kraftstoffeinspritzeinrichtung für eine Kolbenbrennkraftmaschine
DE102004001119A1 (de) * 2004-01-07 2005-08-18 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102004057610A1 (de) 2004-11-29 2006-06-01 Fev Motorentechnik Gmbh Kraftstoff-Injektor
DE102006015503A1 (de) 2006-03-31 2007-10-04 Fev Motorentechnik Gmbh Einspritzverfahren und zugehörige Verbrennungskraftmaschine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5925089A (en) * 1996-07-10 1999-07-20 Yamaha Hatsudoki Kabushiki Kaisha Model-based control method and apparatus using inverse model
EP1316704A2 (fr) * 2001-12-01 2003-06-04 Robert Bosch Gmbh Méthode et appareil de commande d'un moteur à combustion interne
EP1538325A1 (fr) * 2002-09-09 2005-06-08 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de moteur a combustion interne
WO2005005813A2 (fr) * 2003-07-15 2005-01-20 Avl List Gmbh Moteur a combustion interne
DE102004001118A1 (de) * 2004-01-07 2005-09-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
AT8011U1 (de) * 2004-04-27 2005-12-15 Avl List Gmbh Verfahren zum betreiben einer brennkraftmaschine
EP1731740A1 (fr) * 2005-06-07 2006-12-13 Peugeot Citroën Automobiles S.A. Système et procédé de contrôle de l'injection de carburant d'un moteur Diesel de véhicule automobile
DE102006016905A1 (de) * 2006-04-11 2007-10-25 Daimlerchrysler Ag Verfahren zum Betreiben einer Brennkraftmaschine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170298857A1 (en) * 2016-04-13 2017-10-19 Jaguar Land Rover Limited Method and apparatus for controlling an engine based on a target pressure curve
US9909522B2 (en) * 2016-04-13 2018-03-06 Jaguar Land Rover Limited Method and apparatus for controlling an engine based on a target pressure curve
US9915210B2 (en) 2016-04-13 2018-03-13 Jaguar Land Rover Limited Method and apparatus for controlling an engine based on a target pressure curve
CN109630299A (zh) * 2017-09-25 2019-04-16 Fev欧洲有限责任公司 用于确定燃料注入曲线的方法

Also Published As

Publication number Publication date
DE102007012604A1 (de) 2008-09-18
WO2008110346A3 (fr) 2008-11-20
DE102007012604B4 (de) 2019-12-12

Similar Documents

Publication Publication Date Title
DE102007012604B4 (de) Verfahren zum Regeln einer Einspritzung eines Injektors einer direkteinspritzenden Verbrennungskraftmaschine und direkteinspritzende Verbrennungskraftmaschine
DE102006056708B4 (de) Verfahren, Vorrichtung und Computerprogramm zur Bestimmung zylinderindividueller Verbrennugsmerkmale einer Brennkraftmaschine
EP1716330B1 (fr) Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne
EP1716331B1 (fr) Procede de synchronisation des cylindres en termes de quantites d'injection de carburant dans un moteur thermique
DE102004001118B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE3408223C2 (fr)
DE102007045817B4 (de) Verfahren und Vorrichtung zum Steuern des Motorbetriebs während der Regeneration eines Abgasnachbehandlungssystems
DE102010056514A1 (de) NOX-Regelung mit innerer und äußerer Abgasrückführung
DE10148663A1 (de) Abgasreinigungsanlage einer Brennkraftmaschine
DE102010008762B4 (de) Verfahren und System zum Steuern des Kraftstoffverteilerrohrdrucks unter Verwendung eines Kraftstoffdrucksensorfehlers
DE102011013481A1 (de) Verfahren zur Steuerung eines Verbrennungsmotors
DE102020210226A1 (de) Verfahren zum Steuern einer Ölpumpe eines Fahrzeugs
DE112015000425T5 (de) Modellbasierte Zylinderfüllungserfassung für eine Brennkraftmaschine
DE102007053719B3 (de) Zylinder-Kenngrößen geführte Einspritzstrategie
DE102006026380A1 (de) Verfahren und Steuergerät zum Ermitteln einer charakteristischen Größe einer Brennkraftmaschine anhand einer Drehzahl einer Kurbelwelle der Brennkraftmaschine
EP2652281A1 (fr) Procédé et dispositif pour effectuer une adaptation au point neutre d'une sonde lambda d'un moteur à combustion interne
EP3786436A1 (fr) Procédé de diagnostic des ratés de combustion d'un moteur à combustion interne
DE102004001119A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
WO2009143858A1 (fr) Procédé de régulation d'une opération d'injection dans un moteur à combustion interne, appareil de commande pour moteur à combustion interne et moteur à combustion interne
DE102018111962B4 (de) Verfahren der Luftladung für einen Verbrennungsmotor
DE19803689C1 (de) Verfahren zum Bestimmen der Einspritzdauer bei einer direkteinspritzenden Brennkraftmaschine
WO2016202481A1 (fr) Procédé et dispositif pour déterminer l'état de charge d'un filtre à particules pour gaz d'échappement
DE102007019649A1 (de) Verfahren zum Betreiben einer Brennkraftmaschine
DE202015004385U1 (de) Computerprogramm zum Betrieb eines Antriebssystems
WO2001044643A2 (fr) Procede pour determiner la temperature de l'huile moteur dans un moteur a combustion interne

Legal Events

Date Code Title Description
NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 08716462

Country of ref document: EP

Kind code of ref document: A2