WO2009040251A1 - Procédé de fonctionnement d'un moteur à combustion interne - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne Download PDF

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Publication number
WO2009040251A1
WO2009040251A1 PCT/EP2008/061985 EP2008061985W WO2009040251A1 WO 2009040251 A1 WO2009040251 A1 WO 2009040251A1 EP 2008061985 W EP2008061985 W EP 2008061985W WO 2009040251 A1 WO2009040251 A1 WO 2009040251A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
injection device
actual
fuel injection
injection
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.)
Ceased
Application number
PCT/EP2008/061985
Other languages
German (de)
English (en)
Inventor
Bernhard Valouch
Ingo Pietsch
Oliver Brox
Dara Torkzadeh
Timo Schmidt
Bernhard Mader
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
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2009040251A1 publication Critical patent/WO2009040251A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02D41/30—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/005—Arrangement of electrical wires and connections, e.g. wire harness, sockets, plugs; Arrangement of electronic control circuits in or on fuel injection apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/005—Fuel-injectors combined or associated with other devices the devices being sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/005—Measuring or detecting injection-valve lift, e.g. to determine injection timing
    • 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
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • 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
    • F02D2200/063—Lift of the valve needle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/24—Fuel-injection apparatus with sensors
    • F02M2200/241—Acceleration or vibration sensors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine according to the preamble of claim 1 and an internal combustion engine and a computer program according to the preambles of the independent claims.
  • a method of the type mentioned is used for example in internal combustion engines with a common rail fuel system.
  • the common rail is a common high-pressure fuel line for supplying the cylinders with fuel.
  • Fuel injectors are connected to the common rail. Injection time, injection duration and injection quantity of the fuel injectors are controlled per cylinder by an electronic unit in a control unit.
  • the electronic signals generated by the electronics actuate valve elements installed in the fuel injectors by opening and closing the fuel injectors via an actuator.
  • the object of the invention is to provide a method of the type mentioned, which works very reliable and accurate, so that low emissions achieved and wear influences are reduced.
  • the invention has the advantage that the actual injection end is known as the actual value. In reference to the start of control, this method allows a direct inference to the actually injected fuel quantity (fuel metering). In addition, the invention enables a functional control of the injection device, which increases the reliability in operation and reduces the risk of damage to the internal combustion engine, for example, by an unrecognized jamming fuel injection device.
  • a striking of a valve element be detected when the fuel injection device closes, thus closing the actual injection end. This is based on the consideration that it is advantageous if a suitable, measurable state of the fuel injection device can be found to detect the actual end of injection.
  • the striking of the valve element, for example, to a valve seat is such a defined state and means the unique end of the injection. The striking can be easily detected by electronic means and then evaluated.
  • the striking of the valve element is detected by an acceleration or structure-borne sound sensor.
  • the sudden deceleration of the valve element when striking a housing-fixed stop represents - in physical terms - each an accelerated movement, which is determined by the mechanical-hydraulic behavior of the fuel injection device, transmits to the housing and can be detected in a simple manner .
  • the acceleration or structure-borne noise sensor can therefore also be arranged away from the stops, but for optimum signal utilization its measuring axis should coincide with the axis of movement of the valve element. Due to the cramped installation conditions in the region of the fuel injection device, acceleration or structure-borne sound sensors based on piezoceramics, which have a small installation space, are particularly advantageous. Other types of sensors, such as Pressure sensors are also conceivable, but other sensor types must have suitable means to detect the defined positions when opening and closing the fuel injection device. It is advantageous when using a
  • Acceleration or structure-borne noise sensor also that with a single sensor both stops (when opening and closing) can be detected.
  • the effect caused by the striking of the valve element can be easily detected in the sensor signal by suitable signal processing, since it differs both in amplitude and above all by the frequency of other components caused by engine and chassis influences in the signal.
  • the acceleration or structure-borne sound sensor is positioned in a plug or in a head section of the fuel injection device.
  • the functional elements are not affected in the already close interior of the fuel injection device in determining the actual end of injection and / or injection start.
  • the sound signal of the stop can via electronic filters, such as a
  • Bandpass filter are filtered out of the superimposed by engine and chassis influences the signal of the acceleration sensor.
  • the signal can either be transmitted directly to an engine control unit and evaluated there, or it can first be preprocessed via an electronic component located on the fuel injection device and then transmitted to the engine control unit.
  • the actual opening and / or closing be determined in a predetermined, time-limited measuring window in which the opening or closing of the fuel injection device is expected.
  • the measurement window can be terminated by the start or the end of the drive and should be as narrow as possible to avoid unnecessary measurement effort and measurement error due to signals resulting from vibrations that have nothing to do with the opening and closing of the fuel injector and not could be filtered out.
  • the cyclic setting of the measuring window and the respective forced restart of the measurement always reset the measuring conditions to standard values. Measurement errors due to a "rocking" of signals during a measurement phase can thus be avoided.
  • the actual injection end and / or the actual start of injection is used for a regulation of the fuel injection device.
  • This allows the accuracy of the fuel metering and the Timing of the fuel injection can be significantly improved.
  • the control and / or regulating device may be integrated in an engine control unit. It can also be arranged separately and report the results determined back to the engine control unit or independently take over the control and / or regulation of the fuel injection device.
  • the above-mentioned control on the basis of the cylinder-specific actual injection start and actual Einspitzendes has the additional advantage that for each combustion chamber of the internal combustion engine, an individual adjustment of the injected fuel quantity (fuel metering) can be done. This is based on the consideration that different properties are mechanically and / or hydraulically found by production-related conditions and operating time-dependent aging effects between the individual combustion chambers and their fuel injectors, which can be corrected by the proposed cylinder-specific control.
  • each combustion chamber advantageously also signals from other devices of the motor vehicle, from other control devices or other sensors that can influence the injection, be taken into account and the air-fuel mixture in the combustion chamber, for example. Under particular load or temperature conditions, be further optimized.
  • This individual fine tuning of the injection process complies with the legal requirements for improving exhaust emission values, and it is possible to meet the general demand of the end user for reducing fuel consumption.
  • the respective limit values for the exhaust emission can be better maintained by the inventive method, since the optimum amount of fuel for each combustion chamber is determined.
  • the information obtained can be used by the electronic diagnostic devices (eg onboard Diagnosis OBD) of the motor vehicle are provided to recognize if necessary, errors in the fuel injection device or the sensor and, for example, a resulting deterioration in exhaust emissions and cause the driver, for example. Via a control lamp on the dashboard to visit a workshop.
  • the proposed method can be safeguarded for functionality by the on-board diagnosis as part of the sensor monitoring.
  • the requirements for a generally improved onboard diagnostic capability (especially from the USA) with regard to emission-relevant components can be taken into account.
  • the driver can be given personal feedback on his driving style on a display in the area of a dashboard.
  • Figure 1 is a schematic representation of an internal combustion engine in a preferred embodiment
  • FIG. 2 is a simplified representation of the essential parts of the invention of the internal combustion engine of Figure 1;
  • FIG. 3 shows a flow chart of an injection according to the method according to the invention.
  • An internal combustion engine in particular for a motor vehicle, which is provided in its entirety in FIG. 1 with the reference numeral 10, comprises an engine block 11 with a plurality of combustion chambers 12. Fuel is introduced into the combustion chambers 12 directly by means of a fuel injector 13, also called an injector. injected (see Figure 2).
  • a fuel injector 13 also called an injector.
  • each of the fuel injection devices 13 has a housing 9 and a needle-like valve element 14 which cooperates with a housing-side valve seat on an injection nozzle (not shown) of the fuel injection device 13.
  • the valve element 14 can be moved in the longitudinal direction, whereby the fuel injection device 13 opens and closes.
  • An upper and lower stop 16, 17 limit the travel of the valve element 14 during opening and closing. Pulses sent by a control unit 18 (preferably an engine control unit) via a drive and / or data line 19 actuate the actuator 15 and thereby cause the opening and closing of the fuel injection device 13.
  • a control unit 18 preferably an engine control unit
  • the fuel injectors 13 are connected to a fuel rail 20, which is also referred to as "common RaM".
  • the fuel is stored in the common rail 20 under high pressure.
  • the fuel is conveyed via a high-pressure conveyor 21 into the common rail 20.
  • the fuel injection device 13 has an acceleration sensor 22 at the end opposite the injection nozzle and outside the fuel injection device 13, which finally detects structure-borne sound vibrations of the housing 9.
  • the acceleration sensor 22 is housed in the illustrated embodiment in a plug 22a, through which the data line 19 and a further data line 23 are connected to the fuel injection device 13.
  • the acceleration sensor is integrated in a head portion of the housing in the fuel injection device.
  • the acceleration sensor 22 determines in each case the abutment of the valve element 14 at the upper stop 17 when opening the fuel injection device 13 and at the lower stop 16 when closing the fuel injection device 13.
  • the measuring direction of the acceleration sensor 22 coincides with the axis of movement of the valve element 14.
  • the vibration caused by the striking of the valve element 14 can be detected in a sensor signal of the acceleration sensor 22 by suitable signal processing, since the oscillation differs both in amplitude and above all by the frequency of other engine and chassis influences in the signal. Due to the proximity of the acceleration sensor 22 to the abutting valve element 14, the amplitude of the vibration generated by the mechanical stop 16, 17 is greater than the amplitudes generated by the engine and chassis influences.
  • a specific signal filtering preferably by a bandpass filter, disturbing signal components and thus measurement errors can be minimized.
  • a defined, narrow time window supports the process and additionally avoids measurement errors.
  • the sensor signal of the stop is sent via the data line 23 to the control unit 18 and evaluated there (actual time).
  • a corresponding evaluation electronics can also be arranged on the acceleration sensor.
  • the target times for the opening and closing of the fuel injection device 13 have been recorded.
  • the control unit 18 can now calculate a time difference from the desired point in time and the actual point in time determined by the acceleration sensor 22 and place a corrective measure, for example, in the same combustion chamber 12 for the next following injection. This is done assuming that two consecutive injections under approximately the same conditions happen.
  • the goal is that the actual injected fuel quantity corresponds as exactly as possible to the desired target fuel quantity, and also that the actual timing of the injection corresponds as exactly as possible to a desired target timing. In this way, an air / fuel mixture burns in the combustion chamber 12 optimally and are power reductions of the internal combustion engine 10 due to
  • this adjustment of the injection phase can also be carried out in a separate control and / or regulating device and then the correction be reported back to the controller or directly with the corrected times the fuel injection device can be controlled.
  • each individual combustion chamber 12 Due to the individual treatment of each individual combustion chamber 12, it is possible to take into account production-related conditions and operating-time-dependent aging effects in the individual combustion chambers 12 with their mechanically and / or hydraulically different properties. Evaluatable signals of other devices of the motor vehicle, such as other control devices or other sensors, can also be taken into account and further optimize the air / fuel mixture in the combustion chamber 12, for example under special load or temperature conditions.
  • FIG. 3 shows a flowchart of an injection in the internal combustion engine 10 of Figure 1, in which an actual injection start and an actual injection end is determined.
  • Connector A shows the beginning of a new injection phase.
  • the actuator 15 is actuated to open the fuel injection device 13 by a signal (desired injection start).
  • a time-limited measuring window for the detection of the fully open end position of the valve element 14 is placed by the acceleration sensor 22 in step 32. This time-limited measuring window is based, for example, on the empirical values of preceding injections and / or was determined with the aid of a characteristic curve which takes account, for example, of an engine speed.
  • the measurement window should be selected as narrow as possible in order to avoid external influences during measurement.
  • valve element 14 opens (step 33) and the injection begins (step 34).
  • the valve element 14 is opened until it hits a stop (step 35).
  • the generated vibration by the striking of the valve element 14 is filtered out in step 36 by a suitable signal processing from the superimposed by engine and chassis influences sensor signal. Thus, the actual injection start is determined.
  • step 37 the drive signal is terminated (target injection end).
  • a time-limited measuring window in the region around the predetermined setpoint value for the closing of the valve element 14 or the end of the injection (target injection end) is initially placed again (step 38). It indicates the time range in which the closing of the valve element 14 is expected.
  • the measuring window should be selected as narrow as possible in order to avoid any external influences when measuring.
  • the valve element 14 closes (step 39). The valve element 14 strikes in step 40 in a valve seat of the fuel injection device 13. The injection is completed (step 41).
  • the generated vibration by striking the valve element 14 in the valve seat is filtered out in step 42 by a suitable signal processing from the superimposed by engine and chassis influences sensor signal.
  • the actual injection end is determined.
  • Actual injection start and actual injection end are transmitted to the control unit 18 and stored there (step 43).
  • an evaluation of the actual times during opening and closing of the fuel injection device 13 can then be carried out and appropriate corrective measures to compensate for the start of injection and the end of injection in the control unit integrated control and / or regulating device are placed.
  • Connector B marks the end of the injection phase.
  • the valve element is designed ballistically, so it lacks an opening stop, so that an actual injection start with an acceleration sensor can not be detected.
  • the knowledge of the actual closing (actual Einspitzende) of the fuel injector in reference to the desired start of injection to a direct inference to the injected fuel quantity and thus also provides the ability to assess the fuel metering in the corresponding combustion chamber and correct.

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

Abstract

Procédé de fonctionnement d'un moteur à combustion interne (10), en particulier dans des véhicules automobiles, selon lequel au moins une chambre de combustion (12) du moteur à combustion interne (10) est alimentée en carburant au moyen d'au moins un dispositif d'injection (13) de carburant. Ceci permet au moins de détecter directement l'efficacité du processus d'injection du dispositif d'injection (13) de carburant.
PCT/EP2008/061985 2007-09-25 2008-09-10 Procédé de fonctionnement d'un moteur à combustion interne Ceased WO2009040251A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007045642A DE102007045642A1 (de) 2007-09-25 2007-09-25 Verfahren zum Betreiben einer Brennkraftmaschine
DE102007045642.7 2007-09-25

Publications (1)

Publication Number Publication Date
WO2009040251A1 true WO2009040251A1 (fr) 2009-04-02

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PCT/EP2008/061985 Ceased WO2009040251A1 (fr) 2007-09-25 2008-09-10 Procédé de fonctionnement d'un moteur à combustion interne

Country Status (2)

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DE (1) DE102007045642A1 (fr)
WO (1) WO2009040251A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11384722B2 (en) 2017-06-30 2022-07-12 Delphi Technologies Ip Limited Injector closed loop control

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008052061A1 (de) * 2008-10-17 2010-04-22 Dr.Ing.H.C.F.Porsche Aktiengesellschaft Kraftstoffverbrauchssignal für eine Motorsteuerung
GB201507858D0 (en) * 2015-05-08 2015-06-17 Delphi Int Operations Luxembourg Sarl Fuel injector including sensor
GB2573522B (en) * 2018-05-08 2020-08-19 Delphi Tech Ip Ltd Method of identifying faults in the operation of hydraulic fuel injectors having accelerometers

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6079161A (ja) * 1983-10-04 1985-05-04 Bandai Co デイ−ゼル機関の燃焼診断装置
DE3803436A1 (de) * 1988-02-05 1989-08-17 Pierburg Gmbh Verfahren und vorrichtung zum ermitteln der anzugs- und abfallzeit des stoessels eines elektromagnetischen einspritzventils
DE102005005351A1 (de) * 2005-02-05 2006-08-17 L'orange Gmbh Verfahren und Einrichtung zur Erfassung des Einspritzvorgangs eines Kraftstoffinjektors einer Brennkraftmaschine mittels eines Schallsensors
DE102005040533A1 (de) * 2005-08-26 2007-03-15 Siemens Ag Verfahren und Vorrichtung zum Erkennen eines Erreichens eines maximalen Öffnungszustands oder Schließzustands eines Ventils

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6079161A (ja) * 1983-10-04 1985-05-04 Bandai Co デイ−ゼル機関の燃焼診断装置
DE3803436A1 (de) * 1988-02-05 1989-08-17 Pierburg Gmbh Verfahren und vorrichtung zum ermitteln der anzugs- und abfallzeit des stoessels eines elektromagnetischen einspritzventils
DE102005005351A1 (de) * 2005-02-05 2006-08-17 L'orange Gmbh Verfahren und Einrichtung zur Erfassung des Einspritzvorgangs eines Kraftstoffinjektors einer Brennkraftmaschine mittels eines Schallsensors
DE102005040533A1 (de) * 2005-08-26 2007-03-15 Siemens Ag Verfahren und Vorrichtung zum Erkennen eines Erreichens eines maximalen Öffnungszustands oder Schließzustands eines Ventils

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11384722B2 (en) 2017-06-30 2022-07-12 Delphi Technologies Ip Limited Injector closed loop control

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