EP1179130B1 - Verfahren zum betreiben einer mehrzylindrigen brennkraftmaschine - Google Patents

Verfahren zum betreiben einer mehrzylindrigen brennkraftmaschine Download PDF

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Publication number
EP1179130B1
EP1179130B1 EP01913545A EP01913545A EP1179130B1 EP 1179130 B1 EP1179130 B1 EP 1179130B1 EP 01913545 A EP01913545 A EP 01913545A EP 01913545 A EP01913545 A EP 01913545A EP 1179130 B1 EP1179130 B1 EP 1179130B1
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EP
European Patent Office
Prior art keywords
injection
internal combustion
combustion engine
correction factors
determined
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01913545A
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German (de)
English (en)
French (fr)
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EP1179130A1 (de
Inventor
Martin Klenk
Stephan Uhl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1179130A1 publication Critical patent/EP1179130A1/de
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Publication of EP1179130B1 publication Critical patent/EP1179130B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode

Definitions

  • the present invention relates to a method for Operating a multi-cylinder internal combustion engine, in particular a direct injection internal combustion engine, with the fuel in a first mode during a compression phase and in a second operating mode during a suction phase via a high pressure injector is injected into a combustion chamber, and in which between the operating modes and the torques of the equated individual cylinders of the internal combustion engine be, the cylinder equality in the first Operating mode is carried out by means of a controller.
  • the present invention also relates to a Internal combustion engine, in particular a direct injection Internal combustion engine, with a combustion chamber, in the fuel in a first operating mode during a compression phase and in a second operating mode during an intake phase can be injected via a high-pressure injection valve with a control unit for switching between the operating modes and at least with a regulator for cylinder equalization in the first mode.
  • a control device for such Internal combustion engine is also a control device for such Internal combustion engine.
  • Such systems for the direct injection of fuel in the combustion chamber of an internal combustion engine are general known. It is between a so-called shift operation as the first operating mode and a so-called homogeneous operation as second operating mode differentiated.
  • the shift operation is used especially for smaller loads during the Homogeneous operation with larger ones on the internal combustion engine applied loads is applied.
  • the fuel is used during Compression phase of the internal combustion engine in the combustion chamber injected such that at the time of ignition a cloud of fuel in the immediate vicinity of a Spark plug is located.
  • This injection can be on done differently. So it is possible that the injected fuel cloud is already immediately after the injection at the spark plug located and ignited by it. It is also possible that the injected cloud of fuel through a Charge movement led to the spark plug and only then is ignited. In both combustion processes there is none even fuel distribution, but one Stratified charge.
  • the fuel becomes homogeneous during the intake phase injected into the engine so that a Swirling and thus a distribution of the fuel in the combustion chamber can still be done easily.
  • homogeneous operation corresponds approximately to the operation of Internal combustion engines in the conventional way Fuel is injected into the intake pipe. If necessary can operate even with smaller loads be used.
  • the throttle valve becomes the Combustion chamber leading intake pipe wide open and the Combustion is essentially only through the Controlled fuel quantity to be injected and / or regulated.
  • the throttle valve In homogeneous operation, the throttle valve is in Dependent on the requested moment opened or closed and the amount of fuel to be injected is in Controlled depending on the amount of air sucked in and / or regulated.
  • the fuel is used for direct injection Internal combustion engines usually over High pressure injectors in the combustion chambers of the Internal combustion engine injected. Owing to Manufacturing tolerances and signs of wear indicate the High pressure injectors a different Opening pressure. Because of the high pressure injectors the same via a common high-pressure accumulator Injection pressure is present in the individual combustion chambers different amounts of fuel injected, resulting in a troubled engine running, too elevated Exhaust emissions and increased fuel consumption can lead.
  • each cylinder assign a pilot control map that is in operation the internal combustion engine is determined adaptively.
  • Shift operation is carried out by cylinder equalization a controller, the pilot control map for relief of the regulator for cylinder equalization and Dynamic improvement can be used.
  • the Homogeneous operation becomes a from the pre-control map determined injection correction factor for correcting the Injection time used.
  • the controller output is constant in time in homogeneous operation, d. H. the regulator is inactive and the cylinders are equalized controlled.
  • the Injection correction factors for the individual cylinders of the Internal combustion engine recorded in several operating points. On Operating point is u. a. by the amount of mixture and the Mixture composition of the cylinder filling defined. To the detection of the injection correction factors saved.
  • Torque errors in the individual cylinders have their cause mostly in mistakes, especially Flow rate errors, the high pressure injectors.
  • the Flow rate errors therefore give the torque errors of the Cylinder relatively exactly again.
  • the present invention takes advantage of this connection and determines during normal operation of the internal combustion engine Shift operation and / or in homogeneous operation Flow rate error of the high pressure injectors the saved injection correction factors. to Torque adjustment of the individual cylinders is then the in amount of fuel to be injected into the combustion chamber Dependence on the determined flow rate errors of the high pressure injector corrected.
  • the static error is defined as that at full open high pressure injector statically adjusting Flow rate error.
  • the dynamic error is defined than the statically occurring flow rate error plus the errors that arise during the opening process and dynamic when the high pressure injector closes result.
  • the dynamic flow rate error a high pressure injector has a crucial one Influence on the combustion chamber of a cylinder via the High pressure injector fuel quantity injected and thus on the torque delivered by the cylinder.
  • the Injection correction factors only in the first Operating mode i.e. in shift operation.
  • Shift operation is the torque error of each Cylinder using the cylinder equalization controller completely corrected. It is a proportionality of Amount of fuel to that of the internal combustion engine given the given moment.
  • the controller intervention of the Controller corresponds to the injection correction factor.
  • the injection correction factors can therefore work in shifts recorded with a particularly high accuracy and Torque differences between the individual cylinders Internal combustion engine to be completely eliminated.
  • the Injection correction factors of the individual cylinders both in the first operating mode as well as in the second operating mode in homogeneous operation.
  • Different than in Shift operation works in homogeneous operation Cylinder equality not, so none Proportionality between fuel and moment is guaranteed.
  • it can be an adaptive method by which the torque errors in relatively large steps reduced, preferably to zero be set. The necessary one Injection correction factor is recorded. Because of the engagement of the adaptive method, which only the two on corrected strongest deviating cylinders, the Torque differences and thus the fuel differences be reduced.
  • the torque error can also in the Homogeneous operation can be corrected using the controller.
  • the relationship between is different than in shift operation Amount of fuel and that of the internal combustion engine however, the applied moment is non-linear.
  • the present Invention proposes that from the first Operating mode detected injection correction factors and off those recorded in the second operating mode Injection correction factors common static and dynamic flow rate errors determined and the Correction of those to be injected into the combustion chamber Amount of fuel used.
  • the common Flow rate errors can be caused by any operation can be determined from the injection correction factors. An example is averaging, one Weighting or filtering the Injection correction factors called.
  • the injection correction factors can be processed as desired become. For example, from the in shift operation and in Homogeneous operation determined static Flow errors a common static Flow rate errors can be determined. Likewise, can those determined in shift operation and in homogeneous operation dynamic flow rate errors a common dynamic flow rate errors can be determined. Alternatively, both the static and the dynamic flow rate error in determining the common static or dynamic Flow rate error can be used.
  • Another way to form the common Flow rate error is that the in Shift operation determined static and dynamic Flow error as common Flow rate errors are used if the in Shift operation or in homogeneous operation determined Flow rate errors agree in the first approximation. If in shift operation or in homogeneous operation flow rate errors, however, were not determined match, those determined in homogeneous operation static and dynamic flow rate errors as common flow rate error used. This lead while causing the torque error of each cylinder the internal combustion engine is probably not complete corrected, but they are more reliable than the flow rate errors determined in shift operation and therefore preferable.
  • the present invention proposes that as Injection correction factors used to correct the Torque errors of the individual cylinders necessary Control interventions by the controller for cylinder equalization be used. Determining and saving the Injection correction factors happen in one known from DE 198 28 279 A1. In this regard, is expressly made to DE 198 28 279 A1.
  • Injection time of the high pressure injectors is varied.
  • the static and the dynamic flow rate error - is then the over the corresponding high pressure injector to be injected Corrected fuel quantity.
  • the static Flow rate error becomes every injection time multiplicative and with the dynamic Flow rate error aditively changed.
  • the determined are advantageously Injection correction factors for cylinder equalization stored in a map.
  • the map is preferably in the control unit of the internal combustion engine stored.
  • the map is spanned on the one hand by the Speed of the internal combustion engine and on the other hand from that torque given off by the internal combustion engine.
  • the control unit can then operate the internal combustion engine access the stored injection correction factors, the corresponding flow rate errors of the Determine the high pressure injector and the in the Amount of fuel to be injected accordingly correct.
  • the present Invention proposes that at large Injection times corresponding to the operating point Injection correction factor as a static Flow rate error is used.
  • the Injection correction factor provides larger ones Injection times a reliable value for the static Flow rate error because of the influence of the dynamic Error, d. H. the error due to the opening and Closing process, the high pressure injector all the more is lower, the longer the injection times are.
  • the present invention enables an expansion of the Manufacturing tolerances of high pressure injectors. This becomes possible because of the behavior of everyone High pressure injector recorded individually for each cylinder and is taken into account when comparing cylinders.
  • the dynamic Flow rate error of the high pressure injectors at the cylinder equality is taken into account, whereby a complete one, especially with short injection times Correction of the torque errors of the individual cylinders becomes possible.
  • the realization of the inventive method in the form of a Control for a control unit one Internal combustion engine, in particular a direct injection Internal combustion engine is provided. It is on the Control stored a program on a Computing device, in particular on a microprocessor, the Control unit executable and for executing the method according to the invention is suitable. In this case So the invention is by a on the control stored program realized so that this with the Program provided control in the same way the Invention represents how the method for carrying it out the program is suitable.
  • Can be used as a control in particular an electrical storage medium for use come, for example, a read-only memory (ROM) or a flash memory.
  • the injection correction factors are preferably the Control interventions by a controller for cylinder equalization used.
  • FIG 1 is a direct injection internal combustion engine 1 of a motor vehicle, in which a piston 2 in a cylinder 3 can be moved back and forth.
  • the Internal combustion engine 1 has z cylinders 3.
  • the cylinders 3 are each provided with a combustion chamber 4 which u. a. through the Piston 2, an intake valve 5 and an exhaust valve 6 is limited.
  • an intake valve 5 is an intake pipe 7 and coupled to the exhaust valve 6 is an exhaust pipe 8.
  • a high pressure injector 9 and a spark plug 10 into the combustion chamber 4.
  • fuel can be injected into the combustion chamber 4.
  • spark plug 10 can the fuel in the combustion chamber 4th be ignited.
  • the fuel is in a first Operating mode (shift operation) during a Compression phase and in a second operating mode (Homogeneous operation) during an intake phase into the combustion chamber 4 injected.
  • first Operating mode shift operation
  • second operating mode Hemogeneous operation
  • the piston 2 is in by the combustion of the fuel the combustion chamber 4 in a reciprocating motion, the is transmitted to a crankshaft 11 (see FIG. 2) and exerts a torque M_ik on this.
  • a sensor wheel 12 is arranged on the crankshaft 11, whose angle of rotation is detected by a sensor 13.
  • the signals from sensors 13 and 14 are turned on
  • An operating point k becomes u. a. by the amount of mixture and the mixture composition the cylinder filling defined.
  • the control unit 15 is shown in detail in FIG shown.
  • R_i 1 ... z
  • PI controller e.g. PI controller
  • the DE 198 28 279 Al referenced.
  • the controllers R_i are connected to the Signals of the sensors 13, 14 of the cylinder i led.
  • the injection correction factors r_ik are those for correction of torque error M_f_ik of the individual cylinders i the Internal combustion engine 1 necessary factors.
  • the speed n_k and that Torque M_k of the internal combustion engine 1 become Determining the operating point k on the maps K_i guided.
  • the injection correction factors r_ik of the individual cylinders i are used both in shift operation and in Homogeneous operation recorded.
  • the Torque error M_f_ik of the individual cylinders i using of a controller R_i completely corrected. It is one Proportionality of the amount of fuel to that of the Internal combustion engine 1 applied torque M_k given.
  • the Controller interventions by controller R_i correspond to this Injection correction factor r_ik.
  • the Injection correction factors r_ik with a special high accuracy recorded and torque differences M_f_ik of the individual cylinders i of the internal combustion engine 1 be completely eliminated.
  • the torque errors M_f_ik can also be Homogeneous operation up to a lambda value of approximately 0.85 With the help of the controller R_i. Different than in Shift operation is the connection between Amount of fuel and that of the internal combustion engine 1 applied moment M_k but non-linear.
  • a function block 17 from the Injection correction factors r_ik static Flow rate errors q_stat and dynamic Flow rate error q_dyn determined.
  • the Shift operation of the internal combustion engine 1 are those of the Controllers R_i generated injection correction factors r_ik Determination of flow rate errors q_stat, q_dyn used.
  • the homogeneous operation of the Internal combustion engine 1 becomes the injection correction factors r_ik for the respective operating point k from the map K_i taken.
  • switch 18 By means of switch 18 between Shift operation (position "S") and homogeneous operation (position "H”) switched.
  • the switches 18 are a Actuating unit 19 of control unit 15 is actuated.
  • the Actuating unit 19 determines the current operating mode of the Internal combustion engine 1 depending on different Operating parameters 20 of the internal combustion engine 1.
  • a processing unit 21 of the control unit 15 then from the injection correction factors r_ik of the individual Cylinder i the corrected injection time t_ik for one certain cylinder i at a certain operating point k determined. More specifically, the static Flow rate error q_stat every calculated injection time corrected multiplicatively, and with the dynamic Flow rate error q_dyn aditive every injection time corrected. In addition, in the processing unit 21 also filtering or standardizing the determined Injection times t_ik take place.
  • the injection correction factors r_ik are in cylinder-specific characteristic maps K_i in the control unit 15 stored.
  • the present invention enables an expansion of the Manufacturing tolerances of high pressure injectors 9. This is possible because the dynamic Flow rate error q_dyn when correcting the Torque error M_f_ik are taken into account and that the Behavior of each high pressure injector 9 of the internal combustion engine 1 individually recorded and is taken into account when comparing cylinders.
EP01913545A 2000-03-11 2001-01-30 Verfahren zum betreiben einer mehrzylindrigen brennkraftmaschine Expired - Lifetime EP1179130B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10012025 2000-03-11
DE10012025A DE10012025A1 (de) 2000-03-11 2000-03-11 Verfahren zum Betreiben einer mehrzylindrigen Brennkraftmaschine
PCT/DE2001/000346 WO2001069066A1 (de) 2000-03-11 2001-01-30 Verfahren zum betreiben einer mehrzylindrigen brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1179130A1 EP1179130A1 (de) 2002-02-13
EP1179130B1 true EP1179130B1 (de) 2004-04-14

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Application Number Title Priority Date Filing Date
EP01913545A Expired - Lifetime EP1179130B1 (de) 2000-03-11 2001-01-30 Verfahren zum betreiben einer mehrzylindrigen brennkraftmaschine

Country Status (9)

Country Link
EP (1) EP1179130B1 (pt-PT)
JP (1) JP2003527527A (pt-PT)
CN (1) CN1364216B (pt-PT)
AU (1) AU3914501A (pt-PT)
BR (1) BR0105031B1 (pt-PT)
DE (3) DE10012025A1 (pt-PT)
MX (1) MXPA01011465A (pt-PT)
RU (1) RU2260141C2 (pt-PT)
WO (1) WO2001069066A1 (pt-PT)

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DE10235105B4 (de) * 2002-08-01 2015-02-26 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE10317684B4 (de) * 2003-04-17 2015-02-12 Robert Bosch Gmbh Verfahren und Steuergerät zum Betreiben einer Brennkraftmaschine
DE10323671A1 (de) * 2003-05-16 2004-12-09 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE10339251B4 (de) * 2003-08-26 2015-06-25 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102004006294B3 (de) * 2004-02-09 2005-10-13 Siemens Ag Verfahren zur Gleichstellung der Einspritzmengenunterschiede zwischen den Zylindern einer Brennkraftmaschine
DE102004006554B3 (de) * 2004-02-10 2005-06-30 Siemens Ag Verfahren zur Zylindergleichstellung bezüglich der Kraftstoff-Einspritzmengen bei einer Brennkraftmaschine
FR2910552B1 (fr) * 2006-12-21 2009-01-30 Renault Sas Procede de commande d'un moteur a combustion interne
JP2012026340A (ja) 2010-07-22 2012-02-09 Denso Corp 筒内噴射式内燃機関の燃料噴射制御装置
AT511001B1 (de) * 2011-01-18 2013-11-15 Ge Jenbacher Gmbh & Co Ohg Verfahren zum betreiben einer über wenigstens zwei zylinder verfügenden brennkraftmaschine
RU2519272C2 (ru) * 2012-01-10 2014-06-10 Аркадий Фёдорович Щербаков Способ регулирования параметров впрыска двс
JP5880258B2 (ja) * 2012-04-26 2016-03-08 マツダ株式会社 多気筒ガソリンエンジン
JP5918702B2 (ja) * 2013-01-18 2016-05-18 日立オートモティブシステムズ株式会社 エンジンの制御装置
US9593638B2 (en) * 2014-09-18 2017-03-14 Ford Global Technologies, Llc Fuel injector characterization

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Also Published As

Publication number Publication date
JP2003527527A (ja) 2003-09-16
WO2001069066A1 (de) 2001-09-20
CN1364216B (zh) 2010-06-09
AU3914501A (en) 2001-09-24
BR0105031A (pt) 2007-05-29
RU2260141C2 (ru) 2005-09-10
DE50101962D1 (de) 2004-05-19
DE10012025A1 (de) 2001-10-18
CN1364216A (zh) 2002-08-14
DE10190969D2 (de) 2002-06-20
EP1179130A1 (de) 2002-02-13
MXPA01011465A (es) 2002-08-30
BR0105031B1 (pt) 2009-08-11

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