EP2420664A1 - Verfahren zur Steuerung eines Verbrennungsmotors - Google Patents

Verfahren zur Steuerung eines Verbrennungsmotors Download PDF

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Publication number
EP2420664A1
EP2420664A1 EP10173579A EP10173579A EP2420664A1 EP 2420664 A1 EP2420664 A1 EP 2420664A1 EP 10173579 A EP10173579 A EP 10173579A EP 10173579 A EP10173579 A EP 10173579A EP 2420664 A1 EP2420664 A1 EP 2420664A1
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EP
European Patent Office
Prior art keywords
fuel
injector
combustion
engine
flow curve
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Withdrawn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
EP10173579A
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English (en)
French (fr)
Inventor
Thomas Gautier
Didier Gautier
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Delphi Technologies Inc
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Delphi Technologies Inc
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Filing date
Publication date
Application filed by Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to EP10173579A priority Critical patent/EP2420664A1/de
Publication of EP2420664A1 publication Critical patent/EP2420664A1/de
Withdrawn legal-status Critical Current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
    • F02D41/24—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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2412—One-parameter addressing technique
    • 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
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • 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
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
    • 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

Definitions

  • the present invention generally relates to the control of internal combustion engines and more specifically to the control of fuel injection in IC engines for automotive vehicles.
  • One requirement to reduce emissions from a spark ignited internal combustion engine is an accurate control of the combustion air/fuel ratio. This is usually done by metering a precisely controlled amount of fuel based on a measured or inferred air charge mass inducted into the engine; many control schemes are known in the art to control the air/fuel ratio. It is e.g. customary to install an oxygen sensor in the engine exhaust line pipe and to use the sensor output as a feedback signal for closed loop fuel control.
  • the Engine Control Module is capable of determining the actual air/fuel ratio corresponding to each individual cylinder from the combined flow of exhaust gases; this function is known as ICFC (Individual Cylinder Fuel Control).
  • ICFC Intelligent Cylinder Fuel Control
  • the ECM develops a fuel command pulse width for each of the injectors that corresponds to the driver's requested torque.
  • a lookup table is used that stores fuel amounts in function of e.g. engine speed, manifold air pressure, and other parameters.
  • the ECM also uses a table storing closed-loop fuelling corrections, which is known as block learning memory (BLM).
  • BBM block learning memory
  • the BLM table entries are determined based on the oxygen sensor response, which when adequately filtered, provides a measure of the deviation of the average engine air/fuel ratio from stoichiometry (average here means for a bank, i.e. a set cylinders connected to the same exhaust manifold).
  • the values from the base table and BLM are used to determine a global fuel amount.
  • the ICFC module determines, also based on the oxygen sensor response, a cylinder specific fuel error that is used to develop individual cylinder correction factors applied to the global fuel amount. This final fuel amount is then converted into a pulse width command, which typically involves a lookup table storing fuel amounts vs. pulse widths.
  • the present inventors have developed a non-intrusive method of assessing fuel errors that is particularly adapted for spray guided engines and allows learning actual fuelling data that may serve for subsequent corrective actions.
  • the injection parameters are particularly critical in such engines that require precisely timed and measured injection pulses; otherwise the fuel does not burn, or only partially. And this is particularly critical with recent fuel injectors developed for spray guided/stratified charge engines that suffer from a sensible variability of flow performance.
  • the present method may however be used with any GDI engine operable in homogeneous combustion.
  • an injector learning event for an engine with a direct injection system, during which actual fuelling data related to a fuel injector are determined, wherein this injector learning event may only be enabled during an idle or deceleration condition of the engine.
  • the injector learning event comprises the steps of:
  • the degradation of combustion and split injection are performed at constant torque; operating at a constant operating point improves the reliability of the method and makes it transparent to the driver.
  • These learned fuel data may then be stored, and used to take corrective actions regarding the pulse width command.
  • the so-determined learned fuel data are used to update the flow curve table(s) that is/are stored in the Engine Control Unit and that store data indicative of fuel quantities (e.g. in mg) vs. injector pulse widths (i.e. injector opening time, e.g. in ms).
  • the determined learned fuel data which hence typically correspond to learned fuel errors or amounts, are first stored and will subsequently be filtered to ensure that a general trend is observed in the learned values and/or that they are statistically relevant, before they are actually used for corrective actions on the pulse width commands, in particular for correcting the flow curve tables.
  • the learned fuelling data may be the actually injected fuel amount or a deviation from the set value, referred to as fuel error.
  • Any appropriate way of monitoring combustion allowing determining such values may be used; typically the combustion monitoring may be based on an oxygen sensor.
  • reference sign 10 generally designates an automotive four-cylinder internal combustion engine.
  • the engine receives intake air through an intake passage 12 that is variably restricted by a moveable throttle valve 14. Downstream of the throttle valve 14, intake air flows through an airflow meter 15 an enters an intake manifold 16 for distribution to the individual engine cylinders 18 in bank 20, via a plurality of intake runners.
  • a fuel injector 22 is associated with each cylinder 18 and arranged for direct fuel injection so as to deliver a predetermined, metered quantity of fuel directly into the individual cylinders 18.
  • the combustion products from each cylinder 18 are exhausted into the exhaust line 24 via a manifold continuing into an exhaust pipe 2 that comprises a catalytic converter 28 for emission control purposes.
  • Reference sign 31 indicates an oxygen sensor providing an oxygen sensor signal to the ECU, the oxygen sensor signal being used for combustion performance monitoring, namely through the control of air/fuel ratio.
  • the fuel control module of the ECU comprises a flow curve table 34 storing fuel amounts vs. pulse widths.
  • the fuel amounts are determined in response to a number of inputs including: driver torque demand, manifold absolute pressure signal (MAP), intake air flow rate (MAF), engine speed (RPM) signal, and oxygen sensor signal.
  • MAP manifold absolute pressure signal
  • MAF intake air flow rate
  • RPM engine speed
  • oxygen sensor signal oxygen sensor signal
  • the ECU determines an operational fuel amount required to reach the required and/or desired torque, typically depending on driver torque request, engine speed, manifold air pressure etc. This operational fuel amount, for each cylinder, is converted into a corresponding injector pulse width using the flow curve table 34. And the injectors 22 are operated by the fuel control module 30 to activate them for an on-time corresponding to the supplied injector pulse width command.
  • the ECU may use various functionalities to control the performance of the combustion.
  • the ECU may e.g. include a block learning memory BLM, which is a table that stores closed-loop fuelling corrections.
  • BLM table entries are determined based on the oxygen sensor input, which when adequately filtered provides a measure of the deviation of the average (whole bank) engine air/fuel ratio from stoichiometry.
  • the operational fuel amount can then be computed as the sum of a base fuel amount (determined from a base fuel table in function of torque demand, RPM, MAP and other signals) and the learned corrections from the BLM.
  • a further possible ECU functionality for determining fuel errors is the ICFC scheme that is responsive to O 2 , MAP and RPM input signals and develops correction factors per cylinder so that the operational fuel amount may correspond to the sum of the base fuel scheduled plus the BLM correction, to which the ICFC correction factor is applied.
  • an injector learning scheme is implemented in the ECU, which can be enabled during an idle condition or a deceleration condition of the engine.
  • the learning scheme implies operating the engine into a homogeneous combustion mode (i.e. fuel injection takes place during the intake stroke) and concurrently degrading the combustion efficiency and/or splitting the injection pulses. While doing this, combustion performance (individual Imep via ICIE) & the exhaust individual airfuel (ICFC) are monitored to determine learned fuel data.
  • These learned fuel data are representative of the actually injected fuel amount and may thus be expressed as fuel errors per cylinder, i.e. a deviation of a desired fuel amount from an actual fuel amount, or directly as the actually injected fuel amount.
  • the learned fuel data can be used to take corrective actions on the fuel injection, in particular to correct injector pulse width commands.
  • this learning scheme is to explore the actual flow performance (i.e. flow vs. pulse width) of the fuel injector at a time where it does not affect the car's driveability. This is done by varying the injection scheme and playing on the number of injection pulses within a cycle, the amount of injected fuel, and thus the spark timing. This is only possible in a homogeneous combustion mode, which is barely sensible to such actions.
  • the degrading of the combustion and split mode are carried out as compared to the otherwise normal combustion control.
  • the injected fuel quantity will not be as optimal as the conventionally determined operational fuel amount (as explained above) since the combustion will normally first be degraded (addition of fuel and retarded ignition) and the degradation will even increase.
  • the engine When the engine is idling, it has the advantage of being at a stable operating point. There is no change of operating point and modifications of the injection scheme are not directly felt by the driver. In addition, the engine operation is not influenced by the powertrain. Also, the degradation of combustion and split injection performed during the learning mode are advantageously controlled to maintain a constant torque.
  • Fig.2 shows a typical injector flow curve (the flow or fuel quantity delivered by the injector being plotted vs. pulse width).
  • a flow curve is stored in the ECU for injector control, however it is discretized in the flow curve table 34, as it is known by those skilled in the art.
  • This flow curve indicates the pulse width PW required to inject a fuel quantity Q F .
  • the fuel quantity to be injected when running at idle is Q F I and requires according to the flow curve an injector on-time PW I .
  • the exploration of the injector-specific flow performance is carried out as follows. Starting from the IDLE point (PW I , Q F I ), the combustion is first degraded, i.e. a greater fuel amount is injected and the spark timing is retarded; this is shown in Fig.3a) .
  • the combustion is preferably progressively degraded, i.e. the fuel amount is e.g. successively increased by 20, 40 and 60%. Since combustion performance is permanently monitored during the learning scheme, a cylinder specific fuel error information is available which allows determining the actually injected fuel amount that corresponds to the pulse width command.
  • Exploration of the flow curve below the IDLE point is then carried out by splitting the injection pulses, first into two pulses of same width to deliver a fuel amount equal to that of idle. Accordingly, the two pluses of Fig. 3b) have a width PW B (corresponding to 1 ⁇ 2 Q F
  • the fuel injection is split into three pulses ( Fig.3c ) to deliver a fuel amount Q F
  • Monitoring of the fuel combustion efficiency can be carried out by any appropriate method, and preferably based on oxygen sensing, e.g. using the oxygen sensor indicated 31 in Fig.1 .
  • the fuel error of a given cylinder is determined based on three parameters available in the ECU:
  • the determined fuel errors are then stored in a table vs. the corresponding pulse width, and can be used to correct fuel pulse commands.
  • a table of correcting pulse width factors can e.g. be built.
  • the pulse width command sent to the injection control module 30 may correspond to the sum of the pulse width looked-up from the flow curve table 34 and a correcting PW factor read from such table.
  • the flow curve table 34 is updated based on the learned fuel data.
  • the ECU stores one flow curve table per cylinder/injector.
  • This fuel curve table is preferably specific to the fuel injector.
  • injector specific fuel parameters can be installed at the moment of mounting the fuel injectors in the engine.
  • it is known to store a characteristic equation (e.g. a polynomial) fitting a master flow curve representative of a population of injectors, and to install injector specific coefficients or terms at the time of mounting of the fuel injector.
  • the ECU advantageously stores a set of characteristic equations for each injector, each characteristic equation within the set fitting a respective segment of such master flow curve representative of a general population of fuel injectors.
  • the segmentation of the master flow curve means that the master flow curve is divided into distinct portions each described by a respective fitting equation over a distinct, non overlapping, pulse width range.
  • injector specific parameters are loaded into the ECU and the flow curve tables are recalculated using the stored characteristic equations with the injector specific parameters.
  • the equations may be polynomials and the injector specific parameters are coefficients for the polynomials.

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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)
EP10173579A 2010-08-20 2010-08-20 Verfahren zur Steuerung eines Verbrennungsmotors Withdrawn EP2420664A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP10173579A EP2420664A1 (de) 2010-08-20 2010-08-20 Verfahren zur Steuerung eines Verbrennungsmotors

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EP10173579A EP2420664A1 (de) 2010-08-20 2010-08-20 Verfahren zur Steuerung eines Verbrennungsmotors

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2611759A (en) * 2021-10-12 2023-04-19 Delphi Tech Ip Ltd Method of operating a fuel injection system
CN116255267A (zh) * 2023-04-12 2023-06-13 东风汽车集团股份有限公司 一种喷油控制方法、控制装置、车辆、存储器及处理器

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19700711A1 (de) * 1997-01-10 1998-09-17 Siemens Ag Verfahren zum Ausgleich des systematischen Fehlers an Einspritzvorrichtungen für eine Brennkraftmaschine
EP0947684A2 (de) * 1998-03-31 1999-10-06 Mazda Motor Corporation Steuerungssystem für eine funkgezündete Brennkraftmaschine mit Direkt-Einspritzung
WO2001083972A1 (en) * 2000-05-04 2001-11-08 Bombardier Motor Corporation Of America Method and system for fuel injector coefficient installation
US6382198B1 (en) 2000-02-04 2002-05-07 Delphi Technologies, Inc. Individual cylinder air/fuel ratio control based on a single exhaust gas sensor
US20060107936A1 (en) * 2003-07-16 2006-05-25 Henri Mazet Method of determining in real time the flow rate characteristic of a fuel injector
EP2108804A1 (de) * 2008-04-08 2009-10-14 Magneti Marelli Powertrain S.p.A. Verfahren zur Bestimmung des tatsächlichen Versatzwerts einer Einspritzdüse eines Verbrennungsmotors

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19700711A1 (de) * 1997-01-10 1998-09-17 Siemens Ag Verfahren zum Ausgleich des systematischen Fehlers an Einspritzvorrichtungen für eine Brennkraftmaschine
EP0947684A2 (de) * 1998-03-31 1999-10-06 Mazda Motor Corporation Steuerungssystem für eine funkgezündete Brennkraftmaschine mit Direkt-Einspritzung
US6382198B1 (en) 2000-02-04 2002-05-07 Delphi Technologies, Inc. Individual cylinder air/fuel ratio control based on a single exhaust gas sensor
WO2001083972A1 (en) * 2000-05-04 2001-11-08 Bombardier Motor Corporation Of America Method and system for fuel injector coefficient installation
US20060107936A1 (en) * 2003-07-16 2006-05-25 Henri Mazet Method of determining in real time the flow rate characteristic of a fuel injector
EP2108804A1 (de) * 2008-04-08 2009-10-14 Magneti Marelli Powertrain S.p.A. Verfahren zur Bestimmung des tatsächlichen Versatzwerts einer Einspritzdüse eines Verbrennungsmotors

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2611759A (en) * 2021-10-12 2023-04-19 Delphi Tech Ip Ltd Method of operating a fuel injection system
WO2023062041A1 (en) * 2021-10-12 2023-04-20 Delphi Technologies Ip Limited Method of operating a fuel injection system
GB2611759B (en) * 2021-10-12 2024-03-20 Delphi Tech Ip Ltd Method of operating a fuel injection system
US12338778B2 (en) 2021-10-12 2025-06-24 Phinia Delphi Luxembourg Sarl Method of operating a fuel injection system
CN116255267A (zh) * 2023-04-12 2023-06-13 东风汽车集团股份有限公司 一种喷油控制方法、控制装置、车辆、存储器及处理器

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