WO2010133416A1 - Procédé de commande des injecteurs d'un moteur à combustion interne - Google Patents

Procédé de commande des injecteurs d'un moteur à combustion interne Download PDF

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Publication number
WO2010133416A1
WO2010133416A1 PCT/EP2010/055356 EP2010055356W WO2010133416A1 WO 2010133416 A1 WO2010133416 A1 WO 2010133416A1 EP 2010055356 W EP2010055356 W EP 2010055356W WO 2010133416 A1 WO2010133416 A1 WO 2010133416A1
Authority
WO
WIPO (PCT)
Prior art keywords
injector
injectors
determined
internal combustion
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.)
Ceased
Application number
PCT/EP2010/055356
Other languages
German (de)
English (en)
Inventor
Klaus Joos
Ruben Schlueter
Jens Neuberg
Helerson Kemmer
Hans-Peter Lehr
Holger Rapp
Haris Hamedovic
Joerg Koenig
Anh-Tuan Hoang
Bernd Wichert
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
Priority to CN201080021902.3A priority Critical patent/CN102428262B/zh
Publication of WO2010133416A1 publication Critical patent/WO2010133416A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils

Definitions

  • the invention relates to a method for controlling an injector in a fuel injection system in an internal combustion engine, wherein the fuel injection system comprises a plurality of injectors and wherein a fuel injected by means of an injector amount of the driving time of the
  • the invention further relates to a control device for controlling a fuel injection in an internal combustion engine, wherein the internal combustion engine, a fuel injection system and the
  • Fuel injection system comprises a plurality of injectors and wherein a fuel injected by means of an injector amount depends on the driving duration of the injector.
  • the invention further relates to a computer program executable on a computing device, in particular on a control unit for controlling / regulating the fuel injection in an internal combustion engine.
  • Fuel injection pads allow the metering of the fuel required for combustion in an internal combustion engine by means of one or more
  • Injectors In gasoline direct injection and common rail injection, the fuel is injected directly into the combustion chamber. For the quality of combustion and thus the consumption and the exhaust behavior of the internal combustion engine, the metered amount of fuel is crucial. However, the metered amount of fuel is affected by properties of the injector itself. Due to specimen scattering that occurs in the injectors used within an internal combustion engine, the amount of fuel metered by these injectors is usually different, resulting in a reduced quality of combustion. Especially in the so-called small amount range, a relative copy spread of the injectors has a particularly significant effect, since the injector is operated in the partial stroke, ie without reaching the upper stop.
  • Previous measures which have a compensation of the amount of fuel influenced by the specimen scattering target, are based on the pilot principle, which is uniformly applied to all present in the internal combustion engine injectors.
  • the control period is calculated from the amount of fuel requested by the engine management and - taking into account the pilot control - within the internal combustion engine in
  • the object of the invention is to improve the quality of combustion in one
  • an individual activation duration is determined for at least one injector as a function of a lift-off delay of this injector.
  • the control for this injector takes place in dependence on the determined individual control duration.
  • an injector-individual control is provided, which makes it possible to reduce differences in the amount of fuel that is metered by different injectors, even if the injectors are operated in partial stroke. This ensures that the influence of specimen scattering of the injectors is reduced.
  • injector-specific long-term drifts of the fuel injection quantity are compensated for as tolerance-related differences.
  • the invention is based on the observation that the Nadelhubverfall and thus the injected fuel quantities in sectionhub stricture in a
  • Injectors for example, come from different closing spring force, friction, hydraulic closing forces or magnetic forces. It has been observed that the shift of the characteristic curves is proportional to the so-called lift-off delay of the individual injectors.
  • the activation duration is determined individually for each injector as a function of the lift-off delay, wherein the lift-off delay is preferably determined during operation of the internal combustion engine.
  • the lift-off delay is preferably determined during operation of the internal combustion engine.
  • a mean drive time from a map in a control unit, which is provided for the control and / or regulation of the fuel injection system, depending on a predetermined
  • Fuel quantity and optionally determined by a prevailing in a so-called rail pressure is corrected by an injector-specific amount, wherein the injector-individual amount is formed from the difference between the injector-specific lift-off delay and a mean value of the lift-off delay stored in the control unit.
  • Mean value itself is formed by the lift-off delays of a statistically relevant number of injectors. These can be, for example, the injectors present in the internal combustion engine.
  • the influence of the lift-off delay on the drive time is then taken into account by means of an amplification factor.
  • the use of the gain factor is advantageous because the metering of the amount of fuel through the injector is not constant with respect to the drive time.
  • Control unit for controlling and / or regulating the fuel injection in an internal combustion engine, is executable, wherein the computer program is programmed for carrying out the method according to the invention.
  • the computer program is preferably stored on an electronic or optical storage medium.
  • FIG. 1 is a highly schematic representation of an internal combustion engine with a fuel injection system and a plurality of inventively operated injectors
  • Figure 2a is a schematic detail view of an exemplary embodiment of an injector in a closed
  • Figure 2b is a schematic detail view of an exemplary
  • Embodiment of an injector in an open operating state Embodiment of an injector in an open operating state
  • FIG. 4 shows an example of control characteristics of different injectors in the partial stroke range
  • Figure 5 is a block diagram of an embodiment of the method according to the invention.
  • FIG. 6 shows a schematic flow diagram of an embodiment of the method according to the invention.
  • FIG. 1 shows an internal combustion engine 10, which comprises a fuel reservoir 12, from which fuel is conveyed into a high-pressure fuel line 16 by means of a delivery system 14.
  • the internal combustion engine 10 comprises a fuel reservoir 12, from which fuel is conveyed into a high-pressure fuel line 16 by means of a delivery system 14.
  • High-pressure line 16 is formed for example as a common rail.
  • the high-pressure line 16 is connected to injectors 18, which make it possible to inject fuel directly into the injectors 18 respectively associated combustion chambers 20.
  • injectors 18 which make it possible to inject fuel directly into the injectors 18 respectively associated combustion chambers 20.
  • High pressure line 16 and the injectors 18 is formed, is controlled by a control and regulating device, such as a control unit 22.
  • the control unit 22 enables the acquisition of input values and the provision of output values or the actuation of actuators, in particular the control of the injectors 18.
  • FIG. 2 schematically shows an enlarged view of an injector 18 shown in FIG.
  • the injector 18 has an electromagnetic actuator which has a magnetic coil 26 and a magnetic armature 30 cooperating with the magnetic coil 26.
  • the armature 30 is connected to a valve needle 28 so that it is movable relative to a vertical direction of movement of the valve needle 28 in FIG.
  • a valve spring 36 exerts a spring force on the valve needle 28, so that it is held in a valve seat 38.
  • a control of the injector 18 by the controller 22 causes a
  • FIG. 3 shows, by way of example, a simplified stroke and needle stroke progression 44 of an injector 18 in partial lift operation.
  • the injector 18 is actuated by means of a so-called clock signal 46 by the control unit 22.
  • a time delay designated as a lift-off delay 48 the injector 18 is opened only at the time T1.
  • the activation of the injector 18 takes place terminated by the clock signal 46 and at a time T3, the injector 18 is closed again.
  • the period between the times TO and T2 is referred to as the activation period 50 and the period between the times T2 and T3 as the closure period 52.
  • FIG. 4 shows by way of example three flow control characteristics 60, 61 and 62 of different injectors 18 in the partial stroke range.
  • the characteristic curves 60, 61 and 62 are shifted quasi-parallel to one another. This deviation is due to different balance of forces within the individual injectors
  • the time shift of the characteristic curves 60, 61 and 62 is proportional to the respective lift-off delay 48-1, 48-2 and 48-3.
  • the horizontal axis shows an exemplary drive duration in milliseconds.
  • the lift-off delay 48, or the lift-off delays 48-1, 48-2 and 48- 3 can be determined on the basis of the characteristic curves 60, 61 and 62.
  • a relative lift-off delay 48 is determined relative to an average formed from the lift-off delays 48 of a plurality of injectors 18.
  • the injectors 18 can be, for example, the injectors 18 present in the internal combustion engine 10. It is also possible to obtain a mean value from a particular batch of injectors 18 and to indicate the lift-off delays 48 with respect to this average. Others too
  • FIG. 4 shows that the injector 18 lifts off with the characteristic curve 60 early, so that its characteristic curve is shifted to the left, whereas the injector 18, whose Characteristic curve 62 is shown in Figure 4, lifts particularly late, which is why its characteristic is shifted to the right. From the difference of the lift-off delays 48-1, 48-2 and 48-3 from a mean value as described above, it is possible to deduce the displacement of the nominal lines 60, 61 and 62. This is preferably done by means of a calculation in the control unit
  • this information is evaluated as follows: If the lift-off delay 48 of an injector 18 or its deviation from the mean value of a statistically relevant number of injectors 18 is known, then the quantity or quantity deviation of the fuel 42 metered by this injector 18 can be derived therefrom Mean value of the fuel 42, which is determined as an average over the statistically relevant number of injectors 18. By adjusting the activation period 50, the amount of fuel that is to be metered with this injector 18 can be set to the common average. This means that the fuel quantity deviation of this injector 18 can be regulated to zero.
  • the deviation of the lifting delay 48 of individual injectors 18 thus acts as an injector-specific offset in the flow rate control characteristic in the partial stroke range.
  • the actuation period 50 is determined in a known manner from a map 64 as a function of a fuel quantity specification 66 and a pressure in the high-pressure line 16, the so-called rail pressure 68.
  • the injector-individual lift-off delay 74 is determined by a suitable method in a known manner.
  • the difference between the lift-off delay 48 and a mean value 70 is then determined, wherein the mean value 70 describes an average of the lift-off delays of a statistically relevant number of injectors 18.
  • This injector-individual difference 72 is acted upon by a gain factor k and thus makes it possible to determine a correction value 74, for example by forming the difference between the activation duration 50 and the injector-individual difference 72 of the lift-off delay 48 corrected by the gain k.
  • a correction value 74 for example by forming the difference between the activation duration 50 and the injector-individual difference 72 of the lift-off delay 48 corrected by the gain k.
  • an injector-specific activation duration 74 is determined. by means of an injector-individual control is possible.
  • FIG. 6 shows a highly schematic flow diagram of an exemplary embodiment of the method according to the invention.
  • the individual steps of the method are based, for example, on the block diagram shown in FIG.
  • the activation period 50 is determined from the characteristic map 64 as a function of a quantity specification 66 and a rail pressure 68.
  • a provided injector-specific one is provided
  • Lifting delay and an example stored in a memory area of the controller 22 average 70 of a statistically significant number of injectors formed a difference and this difference is multiplied by means of the gain factor k.
  • a step 120 the determination of the injector-specific activation duration 74 takes place, in that the activation period 50 determined in step 1 10 is linked to the difference value 72 after consideration of the amplification factor k, for example by forming a difference.
  • the method according to the invention is preferably carried out continuously during the operation of the internal combustion engine.
  • a particularly sensitive correction of the activation time or determination of the injector-specific activation times is possible, as a result of which aging effects of the injectors 18 can also be taken into account.

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  • 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)

Abstract

L'invention concerne un moteur à combustion interne comprenant un système d'injection de carburant doté de plusieurs injecteurs. Le but de l'invention est d'améliorer la qualité de combustion et notamment la précision de dosage du volume de carburant. A cet effet, l'invention propose de déterminer, pour au moins un injecteur, un temps (74) de commande individuelle en fonction d'un retard de levée (48) de cet injecteur. La commande de cet injecteur s'effectue en fonction du temps (74) de commande individuelle déterminé. On dispose d'une commande spécifique à chaque injecteur qui permette de réduire les différences de volume de carburant qui sont dosés par différents injecteurs même si les injecteurs fonctionnent en course partielle.
PCT/EP2010/055356 2009-05-19 2010-04-22 Procédé de commande des injecteurs d'un moteur à combustion interne Ceased WO2010133416A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201080021902.3A CN102428262B (zh) 2009-05-19 2010-04-22 用于触发内燃机中的喷射器的方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009003209.6 2009-05-19
DE200910003209 DE102009003209A1 (de) 2009-05-19 2009-05-19 Verfahren zur Ansteuerung von Injektoren in einer Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2010133416A1 true WO2010133416A1 (fr) 2010-11-25

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PCT/EP2010/055356 Ceased WO2010133416A1 (fr) 2009-05-19 2010-04-22 Procédé de commande des injecteurs d'un moteur à combustion interne

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CN (1) CN102428262B (fr)
DE (1) DE102009003209A1 (fr)
WO (1) WO2010133416A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014208837A1 (de) * 2014-05-12 2015-11-12 Robert Bosch Gmbh Verfahren zur Regelung eines Öffnungsverhaltens von Einspritzventilen
DE102015219741B4 (de) * 2015-10-12 2022-08-11 Vitesco Technologies GmbH Präzise Bestimmung der Einspritzmenge von Kraftstoffinjektoren
JP6394923B2 (ja) * 2016-06-29 2018-09-26 トヨタ自動車株式会社 内燃機関の制御装置
CN108361139B (zh) * 2018-01-29 2020-08-25 中国第一汽车股份有限公司 燃料喷射器小油量控制方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0905359A2 (fr) * 1997-09-26 1999-03-31 Isuzu Motors Limited Méthode et dispositif d'injection de carburant pour moteurs à combustion interne
EP0971115A2 (fr) * 1998-07-08 2000-01-12 Isuzu Motors Limited Système d'injection de carburant avec rail distributeur
US20010032619A1 (en) * 1998-06-30 2001-10-25 Isuzu Motors Limited Fuel-injection system for engine and process for defining the beginning of pressure drop in common rail
DE102007019099A1 (de) * 2007-04-23 2008-10-30 Continental Automotive Gmbh Verfahren und Vorrichtung zur Kalibrierung von Kraftstoffinjektoren

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3968245B2 (ja) * 2002-01-15 2007-08-29 株式会社ミクニ 燃料噴射制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0905359A2 (fr) * 1997-09-26 1999-03-31 Isuzu Motors Limited Méthode et dispositif d'injection de carburant pour moteurs à combustion interne
US20010032619A1 (en) * 1998-06-30 2001-10-25 Isuzu Motors Limited Fuel-injection system for engine and process for defining the beginning of pressure drop in common rail
EP0971115A2 (fr) * 1998-07-08 2000-01-12 Isuzu Motors Limited Système d'injection de carburant avec rail distributeur
DE102007019099A1 (de) * 2007-04-23 2008-10-30 Continental Automotive Gmbh Verfahren und Vorrichtung zur Kalibrierung von Kraftstoffinjektoren

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Publication number Publication date
DE102009003209A1 (de) 2010-11-25
CN102428262A (zh) 2012-04-25
CN102428262B (zh) 2016-03-02

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