EP2959143A1 - Procédé de correction d'une quantité de carburant injectée au moyen d'un dispositif d'injection de carburant lors du fonctionnement d'un moteur à combustion interne - Google Patents

Procédé de correction d'une quantité de carburant injectée au moyen d'un dispositif d'injection de carburant lors du fonctionnement d'un moteur à combustion interne

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Publication number
EP2959143A1
EP2959143A1 EP14702188.5A EP14702188A EP2959143A1 EP 2959143 A1 EP2959143 A1 EP 2959143A1 EP 14702188 A EP14702188 A EP 14702188A EP 2959143 A1 EP2959143 A1 EP 2959143A1
Authority
EP
European Patent Office
Prior art keywords
heat
fuel
internal combustion
combustion engine
air
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Withdrawn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
EP14702188.5A
Other languages
German (de)
English (en)
Inventor
Andreas Flohr
Francois Layec
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP2959143A1 publication Critical patent/EP2959143A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02D41/24—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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1445—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being related to the exhaust flow

Definitions

  • the invention relates to a method for correcting a means of a
  • parameters for driving the fuel injector are typically tuned to conditions in a new condition.
  • Fuel injection device it is possible that are injected with increasing operating time of the internal combustion engine to high fuel quantities. This is problematic because exhaust gas values, in particular upper limits for soot emission, can no longer be met. Also, this increases the fuel consumption of the internal combustion engine. It is possible to pre-commission the first
  • German patent application DE 10 2010 035 026 A1 is a method for correcting a injected by means of a fuel injection device
  • Fuel quantity in an internal combustion engine in which a temperature of the exhaust gas of the internal combustion engine is measured and a reference temperature of the exhaust gas is calculated by means of a temperature model. The measured and the calculated temperature are charged, whereby the calculation of a
  • Temperature difference which is used to determine a correction amount of injected fuel. This method is complicated because it uses a complicated temperature model, and in particular, the inclusion of a large number of correction variables is necessary.
  • the invention is therefore based on the object to provide a method which allows a simple and rapid correction of the injected amount of fuel in the operation of an internal combustion engine.
  • Air heat flow which is supplied to at least one combustion chamber of the internal combustion engine, functionally dependent.
  • At least one exhaust gas heat variable is determined, of which one exhaust heat flow, which of the at least one
  • Combustion chamber is discharged, functionally dependent. Under a functional dependence is both in terms of the air heat flow and in terms of
  • Heat flow and the respective characteristic is such that a mathematical function can be specified, which describes the heat flow as a function of the parameter.
  • a heat distribution factor is determined that reduces a fraction of the exhaust heat flow by the air heat flow divided by one
  • Heat flow indicates which of the combustion chamber is supplied with the injected fuel, thus a fuel mass flow supplied to the combustion chamber. It is in particular the given by the calorific value, by chemical reaction in the combustion chamber releasable amount of heat of the injected fuel addressed. In contrast, it is possible to neglect the comparatively small amount of heat resulting from the temperature of the injected fuel and its heat capacity.
  • One of the internal combustion engine supplied fuel mass is from the at least one air heat characteristic, the at least one
  • Exhaust gas heat quantity and the heat distribution factor calculated.
  • a comparison amount calculated by comparing the calculated fuel mass with a target fuel mass target value is calculated.
  • a control of the fuel injection device is adjusted as a function of a value of the comparison variable.
  • the method is based on a comparatively simple consideration of the heat flows through the at least one combustion chamber of the internal combustion engine. It will be described
  • heat is supplied to the combustion chamber substantially in two ways, namely by the supplied combustion air, which has a certain heat capacity and a certain temperature, and thus a certain heat content, and the chemical energy of the injected fuel, wherein the heat flow supplied here from the product of the per unit time supplied
  • Fuel quantity and the calorific value of the fuel results.
  • Heat or power is dissipated from the at least one combustion chamber essentially by three mechanisms: a first mechanism relates to the mechanical work performed by the combustion chamber.
  • a second mechanism addresses the amount of heat that is removed with an exhaust gas mass flow from the combustion chamber, wherein the exhaust gas has a certain heat capacity and a certain temperature, and thus a certain heat content.
  • a third mechanism suggests that heat is removed from the combustion chamber by cooling, heat radiation and convection. It is now assumed that the percentage distribution of the heat flows in any case does not change at a given load point of the internal combustion engine, even if the actually injected fuel quantity is changed by aging.
  • a heat distribution factor whose value is independent of an aging change of the injected fuel amount, and which indicates the ratio of the amount of heat discharged with the exhaust gas and reduced by the amount of heat supplied to the combustion air to the amount of heat supplied by the fuel.
  • the exhaust heat flow and the air heat flow can be specified as a function of the at least one air heat parameter or the at least one exhaust heat parameter.
  • the heat flow, which results from the injected fuel, can be used as a function of the
  • Fuel mass flow or the injected fuel mass are expressed. Overall, it is thus possible to establish a functional relationship between the injected fuel mass as a function of the
  • Fuel injector can be corrected, in particular a
  • the method is performed by a control unit of the internal combustion engine or is implemented in such.
  • the air heat parameter and the exhaust gas heat variable are preferably measured by suitable sensors for this purpose, which particularly preferably with the control unit for transmitting the
  • Measured values are operatively connected.
  • the heat distribution factor is preferably stored in the control unit, wherein at least one stored value for the heat distribution factor is used to calculate the injected fuel quantity.
  • Air thermal parameter is determined by a combustion air temperature is measured.
  • combustion air temperature refers to the temperature of an air mass flow which is supplied to the at least one combustion chamber. It is obvious that the air heat flow functionally depends on the combustion air temperature.
  • a second air heat parameter is determined by a Combustion air pressure is measured.
  • Combustion air pressure to the pressure prevailing in the at least one combustion chamber supplied air mass flow is also referred to as a general gas equation, from the
  • the air heat flow in turn can be represented as a function of the air mass flow and the combustion air temperature taking into account the heat capacity, in particular the isobaric heat capacity.
  • the method is preferably also carried out when an exhaust gas recirculation is provided for the internal combustion engine.
  • the air mass flow preferably comprises the combustion air supplied to the combustion chamber and in the
  • Air heat flow the amounts of heat both the combustion air and the
  • the combustion air temperature is then responsive to the temperature prevailing in the combined stream of combustion air and recirculated exhaust gas.
  • Exhaust gas heat quantity is determined by an exhaust gas temperature is measured.
  • the exhaust gas temperature is the temperature of an exhaust gas mass flow emitted by the at least one combustion chamber.
  • the exhaust gas heat flow may then be determined as a function of the exhaust gas mass flow and the exhaust gas temperature, taking into account the
  • Heat capacity in particular the isobaric heat capacity, the exhaust gas can be represented.
  • the exhaust gas mass flow is based on the mass conservation rate as the sum of the air mass flow and the fuel mass flow, thus the injected fuel quantity, recognized.
  • the functional relationships mentioned here are inserted into one another and the resulting equation is based on the injected fuel quantity
  • Fuel mass dissolved It can be seen in this way that with knowledge of the combustion air temperature, the combustion air pressure and the exhaust gas temperature and assuming a value for the heat distribution factor, the injected fuel mass can be easily calculated.
  • the combustion air temperature, the combustion air pressure and the exhaust gas temperature are measured.
  • sensors can be used, anyway in the
  • correction factor is calculated.
  • the correction factor is estimated.
  • the correction factor is determined on the basis of bench tests for a specific model of the internal combustion engine.
  • Fuel mass setpoint is calculated.
  • the factor is calculated by which the calculated fuel mass flow, which is assumed to correspond to the actually injected fuel quantity, deviates from the fuel mass desired value. If the quotient is greater than one, the calculated and thus also the assumed actual value deviates upwards from the desired value. On the other hand, if the quotient has a value that is less than one, there is a corresponding downward deviation.
  • a deviation is tolerated down, with a deviation indicating upward that a correction of the injected fuel quantity is necessary. In this case, the control of the
  • Fuel injector adapted only if the quotient has a value greater than one.
  • an injector characteristic which operating point dependent on the amount of fuel to be injected, adjusted, which is scaled in a particularly preferred and simple embodiment of the method with an adjustment factor, which corresponds to the reciprocal of the quotient.
  • Fuel injector is also adapted when the quotient has a value less than one. In this case can also be tendencies or changes
  • the injected amount of fuel can be regulated by means of the method to a predetermined nominal value, even if deviations are corrected downwards.
  • Fuel mass setpoint value is determined in dependence on a current speed and a current torque setpoint of the internal combustion engine.
  • fuel quantity to be injected accordingly depends on the speed of the internal combustion engine and of a
  • Torque request to the internal combustion engine Preferably, a map is stored for the fuel mass setpoint, depending on the
  • Fuel mass setpoint is adjusted once during an initialization of the process in terms of a deployment height of the internal combustion engine.
  • the fuel mass desired value is preferably once at an initialization of
  • the initialization of the method is preferably in a new state of
  • Internal combustion engine can be made by bed parameters of the process.
  • it is preferable to correct typical values of the fuel mass desired value which are quasi characteristic of the internal combustion engine preferably with regard to a deployment height and / or an application temperature of the internal combustion engine.
  • the quantity of fuel to be injected at a certain speed and torque demand depends in particular on the external ambient pressure the level of use of the internal combustion engine, and also of which temperature the internal combustion engine typically reaches during their operation, which in turn depends on the ambient temperature and / or the cooling conditions.
  • stationary internal combustion engines which are used for example for operating generators for power generation, it is possible to reliably predict the operating altitude and also the operating temperature in the long term.
  • Heat distribution factor is determined in dependence on the at least one air heat parameter.
  • the correction factor is preferably in
  • Combustion air temperature dependent values for the heat distribution factor and / or the correction factor are stored. Also preferred is a functional dependence of the heat distribution factor and / or the correction factor of the
  • a map is stored, in which values for the distribution factor and / or the correction factor as a function of the combustion air pressure are stored.
  • a functional dependency on both the combustion air temperature and the combustion air pressure is taken into account for the heat distribution factor and / or correction factor, wherein a characteristic map is preferably stored in the control unit, which values for the heat distribution factor and / or the correction factor depending on both the combustion air pressure also includes the combustion air temperature. It is possible that such values are obtained analytically or in bench tests.
  • a method is also preferred, which is characterized in that it is performed only in an operating point of the internal combustion engine, in which a maximum torque is output from the internal combustion engine.
  • the method is carried out in at least some load points deviating from the full load.
  • the method is carried out in the entire load range of the internal combustion engine.
  • Fuel mass setpoint selected in dependence on a current load point of the internal combustion engine Preferably, corresponding characteristic maps are stored in the control unit, in which values for the heat distribution factor, the
  • Correction factor and the fuel mass setpoint depending on the load point of the internal combustion engine are stored.
  • the basic assumption of the method that the heat distribution factor does not depend on aging of the fuel injector or of the internal combustion engine as a whole is not affected by this. It is only additionally assumed that the heat distribution factor assumes different values in different load points of the internal combustion engine. The same is assumed for the correction factor. That the fuel mass setpoint depends on the load point of the internal combustion engine is obvious, because overall the fuel consumption of the internal combustion engine is dependent on the load point.
  • a method is preferred which is characterized in that the fuel mass desired value as a function of the at least one air heat parameter and / or as a function of a current application level and / or
  • Use temperature of the internal combustion engine is selected.
  • the fuel mass desired value it is preferably taken into account that it is selected from at least one size from the combustion air temperature, the
  • a map for the fuel mass setpoint is stored in the control unit by storing values as a function of at least one of the variables mentioned.
  • Fig. 1 is a schematic representation of a combustion chamber of an internal combustion engine and the heat flows flowing through them, and
  • Fig. 2 is a schematic representation of a combustion chamber of a
  • FIG. 1 schematically shows the theoretical basis on which the method is based.
  • a combustion chamber 1 is penetrated by different heat flows, it being assumed that the combustion chamber 1 acts neither as a heat source nor as a heat sink, so that all the heat flowing into the combustion chamber 1, also exits therefrom, wherein a temperature of the combustion chamber. 1 at least approximately constant.
  • Figure 1 coming from the left an air heat flow 3 and a fuel heat flow 5 are shown by the
  • Combustion chamber 1 heat is supplied.
  • the fuel heat flow 5 is supplied.
  • FIG. 2 shows an embodiment of one for carrying out a preferred one
  • combustion air temperature sensor 17 for measuring the combustion air temperature is provided as the first air heat characteristic.
  • Combustion air temperature is referred to below as T L. Furthermore, in the combustion air line 13, a combustion air pressure sensor 19 for measuring a combustion air pressure is provided as a second air heat characteristic.
  • an exhaust gas temperature sensor 21 is provided, with a
  • Exhaust gas temperature is measured as the exhaust gas heat variable.
  • the exhaust gas temperature is referred to below as T A.
  • the method is preferably carried out in an internal combustion engine, which is designed as a reciprocating engine, wherein it is preferably operated by the diesel or by the Otto process.
  • the fuel used is preferably diesel, gasoline, gas, in particular lean gas, or another suitable fuel.
  • the internal combustion engine preferably has a plurality of
  • Combustion chambers which corresponds to the number of their cylinders. It is preferred within the scope of the invention, an internal combustion engine, which is adapted to carry out the method.
  • an internal combustion engine which is adapted to carry out the method.
  • Air thermal parameter means for determining at least one
  • Exhaust gas heat quantity as well as a device for calculating the injected fuel mass from the at least one air heat parameter, for calculating the comparison variable and for adjusting a control of the
  • Fuel injection device in dependence on a value of the comparison variable.
  • a preferred embodiment of the internal combustion engine has in particular the combustion air temperature sensor 17, the combustion air pressure sensor 19 and the exhaust gas temperature sensor 21.
  • the internal combustion engine preferably has a control unit which is set up to carry out the method and is in particular operatively connected to the sensors 17, 19, 21.
  • engine control unit in which the method according to one of the embodiments discussed here is implemented.
  • combustion air temperature sensor 17, the combustion air pressure sensor 19 and the exhaust gas temperature sensor 21 are preferably provided for carrying out the method with regard to a sensor system of the internal combustion engine.
  • sensors are provided in any case in a variety of internal combustion engines, so that it requires no additional sensors for performing the method. It is possible that in an internal combustion engine, only the
  • Combustion air temperature sensor 17 and the combustion air pressure sensor 19 are provided.
  • One of the combustion chamber 1 ideally supplied air mass flow m L , id is on the general gas equation as a function of the combustion air temperature T L , the Combustion air pressure p L and a stroke volume V h of a combustion chamber of the
  • Deviations of the combustion air from the ideal behavior as well as possibly further effects that require a correction are taken into account by the air mass flow m L is set as the product of the ideal air mass flow ⁇ ,. multiplied by a correction factor ⁇ :
  • the heat capacities of the exhaust gas c p , A and the combustion air c p , L are preferably assumed to be constant and are particularly preferred in the
  • a quotient k from the calculated fuel mass m br and one is preferably used as comparison quantity
  • an injector characteristic is stored in the control unit, which
  • Fuel mass includes.
  • This injector characteristic curve is preferably corrected if the quotient k has a value that is greater than 1. On the other hand, preferably no correction of the injector characteristic is made if the value of the quotient k is less than or equal to 1.
  • the injector characteristic is scaled with an adjustment factor which is equal to the reciprocal of the quotient k.
  • the injector characteristic is always corrected even when the quotient k has a value that is different from 1. Also in this case, the injector characteristic is preferably scaled with an adjustment factor, which is the reciprocal of the quotient k.
  • Correction factor ⁇ and / or for the heat distribution factor x a dependence on the combustion air temperature T L is assumed. Alternatively or additionally, it is possible that a dependence on the combustion air pressure p L is assumed for the correction factor ⁇ and / or for the heat distribution factor x.
  • the different, Pressure- and / or temperature-dependent values are preferably stored in maps. Alternatively or additionally, an analytical description of the
  • the fuel mass desired value m s is preferably adjusted once during an initialization of the method with regard to a deployment height and / or a service temperature of the internal combustion engine.
  • the fuel mass desired value it is alternatively or additionally possible for the fuel mass desired value to be selected as a function of the combustion air temperature T L and / or of the combustion air pressure p L , whereby preferably also a deployment altitude and an operating temperature of the internal combustion engine are taken into account via these values. It is at one
  • the corresponding, dependent values of the fuel mass desired value m s are preferably stored in a characteristic map.
  • Fuel mass setpoint m s always a torque maximum of
  • the method is carried out in at least some operating points of the internal combustion engine deviating from the full load.
  • the method is particularly preferably carried out over the entire operating or load range of the internal combustion engine.
  • the fuel mass setpoint value m s depends on the instantaneous load point of the internal combustion engine.
  • Load point-dependent values for the fuel mass setpoint m s stored in a map If the method is performed depending on the load point, preferably also a load point dependence for the correction factor ⁇ and / or for the
  • Heat distribution factor x taken into account.
  • the corresponding values are preferably also stored in maps.
  • the method makes it possible to accurately determine a deviation of the injected fuel mass to at least 3% and to carry out corresponding corrections.
  • the accuracy can in particular by detailed consideration of the dependencies of the heat distribution factor x and the correction factor ⁇ of the combustion air temperature T L and the
  • Combustion air pressure p L be further increased.

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 correction d'une quantité de carburant injectée au moyen d'un dispositif d'injection de carburant lors du fonctionnement d'un moteur à combustion interne, comprenant les étapes suivantes : détermination d'au moins une grandeur caractéristique de chaleur de l'air, dont dépend fonctionnellement un flux thermique de l'air (3;QL), amené à au moins une chambre de combustion (1) du moteur à combustion interne; détermination d'au moins une grandeur caractéristique de la chaleur des gaz d'échappement, dont dépend fonctionnellement un flux thermique de gaz d'échappement (9;QA) évacué par la au moins une chambre de combustion (1); détermination d'un facteur de distribution de chaleur (x) qui désigne une fraction du flux thermique de gaz d'échappement (9;QA) réduite du flux thermique de l'air (3;QL) rapporté à un flux thermique (5) amené avec le carburant injecté à la au moins une chambre de combustion (1); calcul d'une masse de carburant (mbr) amenée au moteur à combustion interne, à partir de la au moins une grandeur caractéristique de chaleur de l'air, de la au moins une grandeur caractéristique de la chaleur de gaz d'échappement et du facteur de distribution de chaleur (x); calcul d'une grandeur comparative par comparaison de la masse de carburant (mbr) calculée avec une valeur de consigne de masse de carburant (ms), et adaptation d'une commande du dispositif d'injection de carburant en fonction d'une valeur de la grandeur comparative.
EP14702188.5A 2013-02-07 2014-01-23 Procédé de correction d'une quantité de carburant injectée au moyen d'un dispositif d'injection de carburant lors du fonctionnement d'un moteur à combustion interne Withdrawn EP2959143A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310202038 DE102013202038B3 (de) 2013-02-07 2013-02-07 Verfahren zur Korrektur einer mittels einer Brennstoffeinspritzvorrichtung eingespritzten Brennstoffmenge im Betrieb einer Brennkraftmaschine
PCT/EP2014/000171 WO2014121896A1 (fr) 2013-02-07 2014-01-23 Procédé de correction d'une quantité de carburant injectée au moyen d'un dispositif d'injection de carburant lors du fonctionnement d'un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2959143A1 true EP2959143A1 (fr) 2015-12-30

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Application Number Title Priority Date Filing Date
EP14702188.5A Withdrawn EP2959143A1 (fr) 2013-02-07 2014-01-23 Procédé de correction d'une quantité de carburant injectée au moyen d'un dispositif d'injection de carburant lors du fonctionnement d'un moteur à combustion interne

Country Status (5)

Country Link
US (1) US9982620B2 (fr)
EP (1) EP2959143A1 (fr)
CN (1) CN104968921B (fr)
DE (1) DE102013202038B3 (fr)
WO (1) WO2014121896A1 (fr)

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DE102013218841B4 (de) * 2013-09-19 2015-04-02 Continental Automotive Gmbh Bestimmung der durch einen Kraftstoffinjektor strömenden Kraftstoffmenge basierend auf einer Erwärmung des Kraftstoffes mittels einer elektrischen Heizeinrichtung
JP5826346B1 (ja) * 2014-09-03 2015-12-02 三菱電機株式会社 内燃機関の制御装置
DE102016200713A1 (de) * 2016-01-20 2017-07-20 Robert Bosch Gmbh Verfahren zum Steuern einer Saugrohreinspritzung für einen Brennkraftmotor mit kombinierter Saugrohreinspritzungsanlage und Direkteinspritzungsanlage
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US20150377167A1 (en) 2015-12-31
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CN104968921B (zh) 2018-04-06
WO2014121896A1 (fr) 2014-08-14
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