EP1818528A2 - Procédé destiné à l'évaluation d'une quantité de carburant injectée - Google Patents

Procédé destiné à l'évaluation d'une quantité de carburant injectée Download PDF

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Publication number
EP1818528A2
EP1818528A2 EP07101727A EP07101727A EP1818528A2 EP 1818528 A2 EP1818528 A2 EP 1818528A2 EP 07101727 A EP07101727 A EP 07101727A EP 07101727 A EP07101727 A EP 07101727A EP 1818528 A2 EP1818528 A2 EP 1818528A2
Authority
EP
European Patent Office
Prior art keywords
test
injection
internal combustion
fuel
combustion engine
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.)
Withdrawn
Application number
EP07101727A
Other languages
German (de)
English (en)
Other versions
EP1818528A3 (fr
Inventor
Ralf Böhnig
Michael Dr. Hardt
Peter Russe
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.)
Aumovio Germany GmbH
Original Assignee
Siemens AG
Siemens Corp
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 AG, Siemens Corp filed Critical Siemens AG
Publication of EP1818528A2 publication Critical patent/EP1818528A2/fr
Publication of EP1818528A3 publication Critical patent/EP1818528A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F02D41/247—Behaviour for small quantities
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions

Definitions

  • the present invention relates to a method for estimating an injected fuel quantity, in particular an isolated injection, in an internal combustion engine having a plurality of cylinders.
  • the estimation of injected fuel quantities is necessary in order to be able to correctly identify the injection parameters of an injection system of an internal combustion engine and to be able to draw conclusions about the correct functioning of the injection system.
  • the consistent and reliable injection of a requested amount of fuel is crucial to meet the new European emission regulations for motor vehicles.
  • the undesirable emissions of internal combustion engines are due in particular to the inaccurate calibration of injection parameters in the range of small fuel masses.
  • crankshaft sensor that detects the angular velocity of the crankshaft. This variable provides an excellent source for deriving dynamic quantities derivable from individual cylinder burns.
  • Previous technical arrangements use a high-resolution noise measurement in the engine with the aid of one or more microphones or knock sensors. These are attached to the engine block near the cylinder.
  • cylinder pressure measurements are carried out with the aid of a cylinder pressure sensor. Cylinder pressure sensors may be located at various positions within the cylinder.
  • both approaches have the disadvantage that they are not installed as standard in motor vehicles and therefore substantially increase the manufacturing cost of the motor vehicle.
  • DE 199 45 618 A1 discloses, for example, the use of a crankshaft sensor to derive the injected injection from the injection system from the rotational nonuniformity caused by combustion nonuniformity.
  • DE 198 09 173 A1 discloses a timed fuel metering system with which small amounts of fuel are metered before the actual injection. With these small amounts of fuel, tolerances and errors noticeably affect, so that they can be taken into account in later injection operations.
  • the above methods have the disadvantage that they allow the verification of injection parameters only with limited accuracy and high equipment cost. It is therefore the object of the present invention to provide a more reliable compared to the prior art method, which ensures the use of the normal equipment of a motor vehicle inspection and adjustment of injection parameters.
  • the present invention discloses a method for estimating an amount of fuel injected into an engine having a plurality of cylinders, comprising the steps of injecting and combusting a test amount of fuel in a cylinder of the engine during a phase of cut off fuel supply, determining a segment time T (k) of the internal combustion engine from signals from a crankshaft sensor, calculating a generated by burning the test quantity test torque C (k) from a numerically determined second time derivative of the segment time T (k) and determining a magnitude of Test set from the calculated test torque C (k) based on a test amount test torque map.
  • the present method utilizes the signals provided by a crankshaft sensor, which is now standard on today's motor vehicles. With the help of known crankshaft sensors, the combustion cycles taking place in the individual cylinders of the internal combustion engine can be evaluated. According to the number of cylinders of the internal combustion engine, the total cycle of the internal combustion engine comprising 720 ° is divided into individual segments which can be used to describe the combustion in the individual cylinders. If the internal combustion engine is in a phase of disconnected fuel supply, ie the driver does not request torque via the accelerator pedal, individual test quantities are injected and ignited into individual cylinders of the internal combustion engine during coasting of the motor vehicle.
  • test quantities are small in comparison to injected fuel quantities of normal coasting phases of the motor vehicle, the burning of these test quantities does not adversely affect the driving behavior of the motor vehicle, such as, for example, jerking. Nevertheless, the injected test quantities produce by their combustion a thrust moment or test torque, which can be recognized and evaluated with the aid of the crankshaft sensor.
  • the injection and burning of a test quantity has an immediate effect on the segment time T (k) determined by the crankshaft sensor. This change in the segment time T (k), which varies to varying degrees depending on the size of the injected test quantity, is in the present method for checking the injection parameters and thus the Functionality of the injection system used.
  • the second time derivative of the segment time of the respectively considered cylinder of the internal combustion engine is numerically formed from the measured values of the ball-shaft sensor. In this way, for example, the influence of different engine speed ranges of the internal combustion engine is excluded, so that any phases of disconnected fuel supply can be used together to estimate the injected fuel quantity.
  • the numerical second time derivative of the segment time T (k) represents the test torque C (k) generated by the combustion of the test amount and the amount of the torque contribution by the combustion of the test amount, respectively.
  • test torque C (k) it is determined by means of a test quantity test torque map, which actual size of the test quantity corresponds to the determined test torque C (k).
  • the determined on the basis of the map actual size of the test amount provides information about the extent to which the injection system of the internal combustion engine actually injects the requested amount of fuel or errors in the injection parameters are present. With this knowledge, it is possible to constantly calibrate an apparatus change of the injection system, in order to ensure in this way an optimal emission behavior of the internal combustion engine.
  • the test torque is calculated as a difference between the test torque after the injection of the test quantity and the test torque before the injection of the test quantity, ie a phase of disconnected fuel supply without isolated injection.
  • the disclosed method is for estimating and verifying the magnitude of injected amounts of fuel injected into one or more cylinders of an internal combustion engine, respectively. In this way, it is determined whether an injection system still fulfills the assumed injection parameters, so that optimum emission values of the internal combustion engine are achieved.
  • a phase of cut-off fuel supply of the internal combustion engine designates a period of time in which neither fuel injection is requested from the driver nor from other units of the internal combustion engine. In these phases, ideally, there is a linear decrease in rotational speed over time, as exemplified in FIG. 1A.
  • the linear decrease of the engine speed according to FIG. 1A corresponds to the unchanged moment of inertia of the crankshaft within this phase. If, for example, the transmission ratio G is changed via a transmission of the motor vehicle or if the crankshaft experiences disturbing forces due to poor road conditions, there is a sudden change in the moment of inertia on the crankshaft, so that the linear drop of FIG. 1A changes abruptly. Such events would normally adversely affect an evaluation algorithm based on the engine speed.
  • a significant advantage of the present invention is that it is independent of the linear drop in engine speed and also less susceptible to isolated changes in speed drop.
  • the above identification of a phase of cut off fuel supply corresponds to the first step of the flowchart in Figure 2, which schematically shows a Embodiment of the method represents.
  • the segment time T (k) for a multi-cylinder engine refers to the duration of one cylinder rotation when the total time for one complete cycle of the engine is divided by the number of cylinders of the engine.
  • the segment T (k) can be determined with the aid of the signals of the crankshaft sensor of the internal combustion engine. For example, if the crankshaft sensor includes 60 teeth and the engine has four cylinders, one complete cycle of the engine is divided into four segments of 30 teeth of the crankshaft sensor.
  • FIG. 1B A typical course of the segment time T (k) as a function of time during a phase of cut-off fuel supply is shown in FIG. 1B. Again, the speed of the internal combustion engine during the phase shut off fuel supply decreases linearly with time, as shown by way of example in Figure 1A.
  • the method for estimating the quantity of injected fuel quantities or injected test quantities is based on the second numerical time derivative the segment time T (k).
  • a characteristic value determination method cf., FIG. 3
  • the final magnitude represents an average of the applied torque during the injections of the test amount produced by the force produced by the combustion of the isolated injected fuel test amount during the segment time T (k). This final quantity is referred to below as combustion statistics or test moment C (k).
  • Equation (2) contains the assumption that the actually required time term (t 2 -t 1 ) in the denominator according to a known time derivative experimentally corresponds approximately to the segment time T (k). This assumption considerably simplifies the further calculations. It is also conceivable to approximate the time term (t 2 -t 1 ) by the mean value 1/2 * (T (k) -T (k-1)).
  • the second derivative formation removes the local quadratic shape of the segment time data as shown in FIG. 1B. Therefore, the result of this operation is located approximately around the zero point.
  • quadratic increase in the segment time T (k) "lost" as a function of the decrease in the speed of the internal combustion engine with the second time derivative, the dependence of the segment time T (k) is essentially removed from the speed of the internal combustion engine.
  • T ⁇ f (T, ⁇ )
  • the goal of estimating the amount of fuel of isolated injection is changed to estimate the resultant force experienced by the crankshaft system due to isolated injection.
  • this force is transmitted to the size of the injected fuel quantity with the aid of a test quantity test torque map.
  • This map was previously determined experimentally specifically for the internal combustion engine.
  • the magnitude of this force is calculated as the norm of the differential equation f (T, T) over a short period of time after isolated injection.
  • test torque C (k) already introduced above is discretely approximated in the context of the present method by means of a weighted linear combination of A (k).
  • a (k) is scaled over a time interval by means of a function of the gear ratio G and the engine speed N.
  • C k 1 b G k .
  • N k ⁇ i k k - NO CYL - 1 a j ⁇ A j . a j ⁇ R ,
  • FIG. 2 shows by way of example the second numerical time derivative of the segment time, which is influenced by the event of a representative isolated injection of a test amount of fuel.
  • the calculation of the test torque T (k) is represented by the hatched area below the curve.
  • the curve itself is formed by the function A (k) (see above).
  • the points also represented represent sampled events during the engine cycle.
  • the combustion statistics or the test torque T (k) has approximately the mean value zero, if no injection and ignition of a test amount takes place in the context of the fuel cut-off phase.
  • the variance of the test torque C (k) is estimated in phases where no injection takes place. In this way, the expected variability of the test torque C (k) is determined.
  • essential key variables of the system are taken into account, such as the engine speed and different moments of inertia on the crankshaft.
  • the estimated data dispersion is for detecting a system whose hardware is in a state outside an acceptable range. Furthermore, unacceptable operating conditions for the above evaluation, such as bad road conditions, can be recognized via the data scattering.
  • equation (5) is applied over several segments of the engine cycle in a phase of cutoff fueling. Since in this phase initially no test quantities are injected or no isolated injection is carried out, the variance of the characteristic values can be determined as a function of the determined C (k) Determine the operating state of the internal combustion engine and / or the motor vehicle. If the variance is below a predetermined threshold, the process continues. Otherwise, the measurement is repeated or another phase of shut off fuel supply is awaited under other operating conditions of the motor vehicle and then the measurement is repeated.
  • a test amount is injected into a selected cylinder as part of an injection cycle of the internal combustion engine.
  • the injection cycle is arranged between a given number of reference cycles in which no test quantities are injected.
  • comparison possibilities are provided in the further process.
  • the isolated injection of a test set or a series of test set injections is made with identical control parameters for the injector to achieve comparability over a plurality of isolated injections.
  • the corresponding test torques C (k) are determined and collected or stored according to equation (5).
  • injection or engine cycles are alternated with injection of a test quantity with injection or engine cycles without injection of a test quantity.
  • an expectation interval is defined. If the measurement of C (k) of the reference cycle, ie without test quantity injection, is outside the expected interval, the measured values of the following test quantity injection are not evaluated. Otherwise, a corresponding evaluation of the test quantity injection takes place.
  • the application of the expectation interval ensures that the data from the reference cycles can actually be used to evaluate the test moments C (k). For example, drives the motor vehicle during a reference measurement by a pothole, a bad road or otherwise unpredictably changes the moment of inertia at the crankshaft, unexceptable fluctuations in C (k) of the reference cycle are generated. This prevents a reliable later evaluation.
  • outliers are preferably removed from the collected C (k) values and an average of the collected C (k) values is made within each series of isolated injections. These steps improve the accuracy and robustness of the final estimate of the actual amount of fuel injected. For each series of isolated injections, an average and a variance of the results are calculated. Using this computed data, the outliers are removed based on the assumption that the data dispersion obeys a Gaussian distribution.
  • var C ⁇ k C 2 k - n i ⁇ C i ⁇ 2 / n i - 1
  • Each series of injected test quantities or isolated injections can be determined in different phases of cut off fuel supply. The averages of each series are collected until a sufficient number n T of evaluated injection events have been collected. The number of injection events is sufficient if a reliable estimation of the test torque generated by the isolated injections is possible with respect to the injection parameters which are the same everywhere. Of course, the accuracy of this estimation also affects the later determination of the actually injected test set based on the test set test torque map.
  • the essential advantage of the present invention is that, despite the sporadic repeatability and duration of the periods of fuel cut-off, results are achieved with high accuracy and low susceptibility to external disturbances and changes in boundary conditions.
  • the averaging over a plurality of series of isolated injections and the recursive updating of the specific test moments makes it possible for even a slight change in the injection conditions to be taken into account in the control of the injection parameters for a great variety of reasons. On this basis, it is ensured that strict emission requirements are met.
  • the actually injected quantities of the test quantities are derived from the test quantity test torque characteristic field.
  • the knowledge of the actual quantities of the test quantities then in turn makes it possible to calibrate the control parameters, for example an injection system, and to adapt them to the requirements of the respective internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP07101727A 2006-02-10 2007-02-05 Procédé destiné à l'évaluation d'une quantité de carburant injectée Withdrawn EP1818528A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006006303A DE102006006303B3 (de) 2006-02-10 2006-02-10 Verfahren zur Abschätzung einer eingespritzten Kraftstoffmenge

Publications (2)

Publication Number Publication Date
EP1818528A2 true EP1818528A2 (fr) 2007-08-15
EP1818528A3 EP1818528A3 (fr) 2010-11-17

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EP07101727A Withdrawn EP1818528A3 (fr) 2006-02-10 2007-02-05 Procédé destiné à l'évaluation d'une quantité de carburant injectée

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US (1) US7333886B2 (fr)
EP (1) EP1818528A3 (fr)
DE (1) DE102006006303B3 (fr)

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JP4442670B2 (ja) * 2007-09-19 2010-03-31 株式会社デンソー 内燃機関の燃料噴射制御装置
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DE102010022269B4 (de) 2010-05-31 2019-08-01 Continental Automotive Gmbh Adaptionsverfahren eines positionsgeregelten Injektors
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DE102011089296B4 (de) 2011-12-20 2024-05-08 Robert Bosch Gmbh Verfahren und Vorrichtung zur Kalibrierung eines Kraftstoffzumesssystems eines Kraftfahrzeugs
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DE102014220367A1 (de) * 2014-10-08 2016-04-14 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
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DE102006006303B3 (de) 2007-06-28
US7333886B2 (en) 2008-02-19
EP1818528A3 (fr) 2010-11-17
US20070192019A1 (en) 2007-08-16

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