CN1364216B - Method for operating a multi-cylinder internal combustion engine - Google Patents
Method for operating a multi-cylinder internal combustion engine Download PDFInfo
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- CN1364216B CN1364216B CN018004873A CN01800487A CN1364216B CN 1364216 B CN1364216 B CN 1364216B CN 018004873 A CN018004873 A CN 018004873A CN 01800487 A CN01800487 A CN 01800487A CN 1364216 B CN1364216 B CN 1364216B
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 178
- 238000000034 method Methods 0.000 title claims abstract description 25
- 238000002347 injection Methods 0.000 claims abstract description 154
- 239000007924 injection Substances 0.000 claims abstract description 154
- 238000012937 correction Methods 0.000 claims abstract description 67
- 239000000446 fuel Substances 0.000 claims abstract description 61
- 230000003068 static effect Effects 0.000 claims abstract description 32
- 230000006835 compression Effects 0.000 claims abstract description 9
- 238000007906 compression Methods 0.000 claims abstract description 9
- 230000009471 action Effects 0.000 claims description 3
- 230000001105 regulatory effect Effects 0.000 description 6
- 239000000203 mixture Substances 0.000 description 5
- 230000006870 function Effects 0.000 description 4
- 238000003754 machining Methods 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 230000003044 adaptive effect Effects 0.000 description 2
- 238000001914 filtration Methods 0.000 description 2
- 230000033001 locomotion Effects 0.000 description 2
- 238000011017 operating method Methods 0.000 description 2
- 230000008092 positive effect Effects 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000009841 combustion method Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
Classifications
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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
- F02D41/008—Controlling each cylinder individually
- F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
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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
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
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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)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention relates to a method for operating a multi-cylinder internal combustion engine (1), in particular a direct injection internal combustion engine, wherein fuel is injected into a combustion chamber (4) by means of a high-pressure injection valve (9) in a compression phase in a first operating mode and in an intake phase in a second operating mode, and wherein the operating modes are switched over and the torque of the cylinders of the internal combustion engine is adjusted in unison, said cylinder adjustment being performed in the first operating mode by means of a controller, in order to enable simple, rapid, effective and low-complexity cylinder adjustment, it is proposed that an injection correction factor (r _ ik) for correcting the cylinder torque error (M _ f _ ik) is determined and stored at a plurality of operating points (k), and that a static flow error (q _ stat) and a dynamic flow error (q _ dyn) of the high-pressure injection valve (9) are determined from the injection correction factor (r _ ik), the amount of fuel injected into the combustion chamber (4) is corrected on the basis of the determined flow rate error (q _ stat, q _ dyn) of the high-pressure injection valve (9).
Description
Technical Field
The invention relates to a method for operating a multi-cylinder internal combustion engine, in particular a direct injection internal combustion engine. The invention also relates to an internal combustion engine, in particular a direct injection internal combustion engine.
Background
Such systems for injecting fuel directly into the combustion chamber of an internal combustion engine are generally known. The first and second operating modes are distinguished in this case. The first operating mode is a so-called stratified combustion mode, and the second operating mode is a so-called homogeneous combustion mode. Stratified combustion is particularly suitable for small loads, whereas homogeneous combustion is suitable for large loads of internal combustion engines.
In stratified combustion, fuel is injected into the combustion chamber during the compression phase of the internal combustion engine in such a way that, at the moment of ignition, a cloud of fuel is located in the immediate vicinity of the spark plug. Such injection may be achieved in different ways. It is thus possible to have the injected fuel cloud already in the vicinity of the spark plug at and immediately after the injection and to ignite it. It is also possible to use a charge movement to transport the injected fuel cloud to the spark plug and then to ignite it again. In both combustion methods, there is no uniform fuel distribution, but rather stratified charges.
Stratified charge combustion has the advantage that a smaller engine load can be achieved with a very small fuel quantity. However, a large load cannot be achieved by stratified combustion.
In homogeneous combustion suitable for such a large load, fuel is injected in the intake stage of the internal combustion engine, and therefore, a swirl occurs, so that it is easy to achieve fuel distribution in the combustion chamber. In this connection, the homogeneous combustion operating method corresponds approximately to the operating method of an internal combustion engine in which a fuel is injected into the intake manifold in the usual manner. Homogeneous combustion may also be employed at lower loads, as desired.
In stratified combustion, the throttle valve is largely opened in the intake pipe leading to the combustion chamber, and the combustion is controlled and/or regulated substantially only by the amount of fuel to be injected. In homogeneous combustion, the throttle valve is opened or closed according to the torque required, and the injected fuel quantity is controlled and/or regulated according to the intake air quantity.
In both operating modes, i.e. stratified combustion and homogeneous combustion, the quantity of injected fuel is also controlled and/or regulated to an optimum value for fuel saving, exhaust gas reduction, etc., as a function of several operating parameters. The control and/or regulation is performed by a control device of the internal combustion engine, which is different between the two operating modes.
In direct injection internal combustion engines, fuel is typically injected into the combustion chambers of the internal combustion engine by a high pressure injection valve. The opening pressure of the high-pressure injection valve differs due to machining tolerances and wear. Since the same injection pressure is provided at the high-pressure injection valve by a common high-pressure accumulator, the amount of fuel injected in the individual combustion chambers differs, which can lead to a jerky operation of the internal combustion engine, to increased exhaust gas emissions and to increased fuel consumption.
In order to compensate for changes in the throughflow characteristics due to machining and wear differences by means of high-pressure injection valves for fuel injection, DE19828279 discloses a cylinder-controlled adjusting device for a multi-cylinder internal combustion engine. The torque of the cylinders of the internal combustion engine is adjusted in unison by varying the amount of fuel injected into the combustion chamber. The torque output of the cylinders, which is as uniform as possible, has a positive effect on the quiet running, emissions and consumption of the internal combustion engine.
DE19828279a1 proposes providing each cylinder with a pilot control characteristic which is measured during the operation of the internal combustion engine. During stratified combustion, cylinder-specific control is carried out by means of a controller, and the pilot characteristic is used to release the controller for cylinder-specific control and to improve dynamics. In homogeneous combustion, an injection correction factor given by a pre-control characteristic is used to correct the injection time. The output variable of the regulator is constant over time during homogeneous combustion, i.e. the regulator is deactivated and the cylinder-specific regulation is controlled.
In DE19828279a1, however, the controlled cylinder-specific control during homogeneous combustion is effected only with respect to static flow errors, that is to say it is only used for large injection times. Dynamic flow errors are not taken into account. In this way, it is possible to correct the torque error of each cylinder during long injection times (i.e., when the internal combustion engine must produce a large torque and is running under load). In the case of short injection times (for example when the internal combustion engine is idling), however, torque errors are not adequately compensated, which leads to an unstable and uneven operation of the internal combustion engine.
Disclosure of Invention
The aim of the invention is to improve the cylinder regulation in such a way that it is possible to correct the torque error of the cylinders both in the first operating mode and in the second operating mode of the internal combustion engine, both in the case of long injection times and in the case of short injection times.
In order to achieve the object of the invention, the invention proposes, based on the prior art mentioned at the beginning of the description: in a method for operating a multi-cylinder internal combustion engine, fuel is injected into the combustion chamber via a high-pressure injection valve in a compression phase in a first operating mode and in an intake phase in a second operating mode, wherein switching between the operating modes is performed and the torques of the cylinders of the internal combustion engine are adjusted in unison, in the first operating mode the cylinder adjustment is performed by means of a regulator, wherein:
-measuring and storing injection correction factors required for correcting the torque errors of the cylinders at a plurality of operating points,
determining the static flow error and the dynamic flow error of the high-pressure injection valve from the injection correction factors,
correcting the quantity of fuel to be injected into the combustion chamber as a function of the ascertained flow error of the high-pressure injection valve.
First, the present invention measures an injection correction factor for each cylinder of an internal combustion engine at a plurality of operating points. Further, the operating point is defined by the air-fuel mixture amount and the air-fuel mixture component of the cylinder intake air. The injection correction factors are stored after they are measured.
The main cause of the torque error of each cylinder is an error of the high-pressure injection valve, particularly a flow rate error. Therefore, the flow error more accurately reflects the torque error of each cylinder. The invention uses this to determine the flow error of the high-pressure injection valve from the stored injection correction factor in the conventional stratified combustion and/or homogeneous combustion operating mode of the internal combustion engine. Then, the amount of fuel to be injected into the combustion chamber is corrected according to the found flow error of the high-pressure injection valve so as to match the torque of each cylinder.
The static error is defined as the statically generated flow error in the case of a completely open high-pressure injection valve. Dynamic errors are defined as statically generated flow errors and dynamically generated errors during the opening and closing of the high-pressure injection valve. In particular, the dynamic flow error of the high-pressure injection valve has a decisive influence on the quantity of fuel injected into the combustion chamber of a cylinder via the high-pressure injection valve and thus on the torque output by the cylinder.
Since according to the invention both the static flow error and the dynamic flow error of the high-pressure injection valve of the internal combustion engine are determined from the stored injection correction factor and taken into account in the correction of the fuel quantity to be injected into the combustion chamber, a smooth and homogeneous operation of the internal combustion engine is ensured both in stratified combustion and in homogeneous combustion at the operating points of the internal combustion engine.
In an advantageous embodiment of the invention, it is proposed that the injection correction factor is determined only in the first operating mode (i.e. stratified combustion). In stratified combustion, the torque error of each cylinder is adjusted completely by means of the adjuster for the cylinder-specific adjustment. A ratio of the amount of fuel to the torque output from the internal combustion engine is given. The regulating action of the regulator corresponds to the injection correction factor. In the case of stratified combustion, the injection correction factor can be measured with very high accuracy and the torque difference of the cylinders of the internal combustion engine can be completely eliminated.
In a further alternative embodiment of the invention, it is proposed that the injection correction factor for each cylinder be determined not only in the first operating mode but also in the second operating mode (i.e. homogeneous combustion). In contrast, cylinder-matching adjustment is performed in the stratified combustion, and cylinder-matching adjustment is not performed in the homogeneous combustion, and therefore, the ratio between the fuel and the torque is not ensured. However, an adaptive approach may be used to reduce the torque error significantly, preferably to zero. The injection correction factor required for this is determined. By adopting such an adaptation method that corrects only the two most deviated cylinders, the torque difference, and thus the fuel difference, can be reduced.
The injection correction factor obtained in the homogeneous combustion has lower accuracy than that obtained in the stratified combustion, but the reliability is higher due to the combustion in which λ is 1, particularly, due to the aging of the engine components.
However, if a single lambda value for one cylinder is used, the torque error can also be adjusted by means of the regulator during homogeneous combustion. Unlike the stratified combustion, the relationship between the amount of fuel and the torque output from the internal combustion engine is nonlinear.
In a preferred embodiment of the invention, it is proposed that the common static and dynamic flow errors are determined from the injection correction factor measured in the first operating mode and from the injection correction factor measured in the second operating mode and are used as a basis for correcting the fuel quantity to be injected into the combustion chamber. The common flow error can be determined by any desired calculation procedure based on the injection correction factor. For example, the injection correction factor is subjected to so-called averaging, weighting or filtering (Filterung).
To find the common flow error, any processing may be performed on the injection correction factor. For example, a common static flow error can be determined from the static flow errors determined in stratified combustion and in homogeneous combustion. A common dynamic flow error can likewise be determined from the dynamic flow errors determined in stratified combustion and in homogeneous combustion. Alternatively, both static and dynamic flow errors can be taken into account when determining the common static or dynamic flow error.
Another possible way of forming the common flow rate error is to use the static and dynamic flow rate errors determined in stratified combustion as the common flow rate error if the flow rate errors determined in stratified combustion or homogeneous combustion are identical in the first approximation, and to use the static and dynamic flow rate errors determined in homogeneous combustion as the common flow rate error if the flow rate errors determined in stratified combustion or homogeneous combustion are not identical. Although this results in that the torque error of each cylinder of the internal combustion engine may not be completely corrected, it is more reliable than the flow error found in stratified combustion and is therefore preferable.
A further preferred embodiment of the invention proposes that the control action of the controller for cylinder-specific control, which is required to correct the torque error of the individual cylinders, is taken into account as an injection correction factor. The evaluation and storage of the injection correction factor takes place by a method disclosed in DE19828279a 1. This is described in more detail in DE19828279a 1.
According to a preferred embodiment of the invention, the amount of fuel injected into the combustion chamber is corrected by varying the injection time of the high-pressure injection valve. The quantity of fuel to be injected via the respective high-pressure injection valve is then corrected by means of two correction values determined for the cylinders of the internal combustion engine, the static and dynamic flow errors. The injection times are changed multiplicatively by means of static flow errors and additively by means of dynamic flow errors.
The determined injection correction factor for the cylinder-controlled adjustment is advantageously stored in a characteristic map. The characteristic map is preferably stored in a control device of the internal combustion engine, which is dependent on the number of revolutions of the internal combustion engine on the one hand and on the torque output by the internal combustion engine on the other hand. During operation of the internal combustion engine, the control device can retrieve the stored injection correction factor, determine the corresponding flow error of the high-pressure injection valve, and accordingly correct the fuel quantity to be injected into the combustion chamber.
According to a preferred embodiment of the invention, an injection correction factor corresponding to the operating point is used as the static flow error in the case of long injection times. The injection correction factor provides a reliable value for the static flow error for longer injection times, since the influence of the dynamic error of the high-pressure injection valve (i.e. the error due to the opening and closing process) is smaller the longer the injection time.
According to a further preferred embodiment of the invention, the injection correction factor corresponding to the operating point is used as the dynamic flow error in the case of short injection times. The shorter the injection time, i.e. the shorter the time the high pressure injection valve is opened or closed, the greater the influence of the dynamic error on the flow error of the high pressure injection valve.
The invention makes it possible to increase the machining tolerances of the high-pressure injection valve. Since in the method the performance of each individual high-pressure injection valve is measured for each individual cylinder and taken into account when adjusting the cylinders in unison. Furthermore, according to the invention, the dynamic flow errors of the high-pressure injection valves are also taken into account during the cylinder-specific control, so that, in particular in the case of short injection times, a complete correction of the cylinder torque errors can be achieved.
It is particularly expedient to implement the method according to the invention in the form of a control element which is provided for a control device of an internal combustion engine, in particular of a direct injection internal combustion engine. A program is stored on the control element, which program can be run on a computing device, in particular a microprocessor, of the control device and is suitable for carrying out the method according to the invention. In this case, the invention is implemented by means of a program stored on the control element, and the control element with a program suitable for implementing the method is therefore described in the invention in the same way as the method described. As control element, in particular an electrical storage medium, for example a read-only memory (ROM), or a flash memory, can be used.
In accordance with a further aspect of the invention, the invention provides an internal combustion engine of the generic type mentioned at the outset with a combustion chamber into which fuel can be injected in a first operating mode in a compression phase and in a second operating mode in an intake phase via a high-pressure injection valve, with a control device for switching operating modes and with a controller for cylinder-controlled adjustment at least in the first operating mode, wherein the control device comprises a control unit for controlling the cylinder-controlled adjustment in the first operating mode, and wherein the control unit is designed to control the cylinder-controlled adjustment in the second operating mode in a controlled manner in such a way that the fuel injection is controlled by the control device in such a way that the fuel injection
Determining and storing injection correction factors required for correcting the torque error of the cylinders at a plurality of operating points,
determining a static flow error and a dynamic flow error of the high-pressure injection valve from the injection correction factor,
correcting the quantity of fuel injected into the combustion chamber as a function of the determined flow error of the high-pressure injection valve.
Finally, as a solution to the object of the invention, based on the prior art control device of an internal combustion engine mentioned at the beginning of the present description, a control device for an internal combustion engine is proposed, which has a combustion chamber into which fuel can be injected by a high-pressure injection valve in a compression phase in a first operating mode and in an intake phase in a second operating mode, and which has a regulator for cylinder-controlled adjustment at least in the first operating mode, and which is designed for switching between the operating modes, and which has a control device for controlling the internal combustion engine in a controlled manner
Determining and storing injection correction factors required for correcting the torque error of the cylinders at a plurality of operating points,
determining a static flow error and a dynamic flow error of the high-pressure injection valve from the injection correction factor,
correcting the quantity of fuel injected into the combustion chamber as a function of the ascertained flow error of the high-pressure injection valve.
The adjusting action of the cylinder-specific adjuster is preferably taken into account as an injection correction factor.
Drawings
Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Wherein,
FIG. 1 is a diagrammatic view of a preferred embodiment of an internal combustion engine of the present invention;
FIG. 2 is another diagrammatic view of the internal combustion engine shown in FIG. 1;
fig. 3 shows a control device according to a preferred embodiment of the present invention.
Detailed Description
Fig. 1 shows a direct-injection internal combustion engine 1 of a motor vehicle, in which a piston 2 can be moved back and forth in a cylinder 3. The internal combustion engine 1 has z cylinders 3. The cylinders 3 each have a combustion chamber 4, which is surrounded by a piston 2, an intake valve 5 and an exhaust valve 6. The intake valve 5 is connected to an intake pipe 7, and the exhaust valve 6 is connected to an exhaust pipe 8. In the vicinity of the intake valve 5 and the exhaust valve 6, a high-pressure injection valve 9 and a spark plug 10 protrude into the combustion chamber 4. Fuel can be injected into the combustion chamber 4 through the high-pressure injection valve 9. The spark plug 10 may ignite the fuel in the combustion chamber 4. In the first operating mode (stratified combustion), fuel is injected into the combustion chamber 4 in a compression phase. In the second operating mode (homogeneous combustion), fuel is injected into the combustion chamber 4 in an intake phase. The operating mode can be switched during operation of the internal combustion engine 1.
The piston 2 can reciprocate in the combustion chamber 4 by combustion of fuel in the combustion chamber 4. The reciprocating motion is transmitted to a crankshaft 11 (fig. 2), on which a torque M _ ik acts.
A sensor wheel 12 is arranged on the crankshaft 11, the angle of rotation of which is measured by means of a sensor 13. A further sensor 14 is arranged on the cylinder 3, which sensor detects, for example, the top dead center of the piston 2 as a boundary of a two-cycle operation of a four-stroke internal combustion engine. The signals of the sensors 13 and 14 are supplied to a control unit 15, which generates an injection pulse signal t _ ik at an operating point k of the internal combustion engine 1 for controlling the high-pressure injection valves 9 of a cylinder i (i 1.. z). One operating point k is defined by the amount of mixture and the mixture composition of the cylinder charge.
Fig. 3 shows part of the control device 15. In the control device 15, an injection correction factor R _ ik is generated by a suitable controller R _ i (i ═ 1.. z) or PI controller for each cylinder i of the internal combustion engine 1 in the manner disclosed in DE19828279a 1. This is clearly described in DE19828279a 1. The signals of the sensors 13, 14 of the cylinder i are supplied to the regulator R _ i.
The injection correction factor r _ ik is a factor required for correcting the torque error M _ f _ ik of each cylinder i of the internal combustion engine 1. The determined injection correction factor r _ ik is stored in the characteristic map k _ i (i ═ 1.. z) of the individual cylinders in relation to the operating point. In order to determine the operating point k, the speed n _ k and the torque M _ k of the internal combustion engine 1 are supplied to the characteristic map k _ i.
The injection correction factor r _ ik for each cylinder i is measured not only in the stratified combustion but also in the homogeneous combustion. In stratified combustion, the torque error M _ f _ ik of each cylinder i is fully adjusted by means of an adjuster R _ i. A ratio of the amount of fuel to the torque M _ k output by the internal combustion engine 1 is given. The regulating action of the regulator R _ i corresponds to the injection correction factor R _ ik. In the stratified combustion, the injection correction factor r _ ik can be obtained with very high accuracy, and the torque difference M _ f _ ik of each cylinder i of the internal combustion engine 1 can be completely eliminated.
Unlike stratified combustion, no adjustment is made in homogeneous combustion, so the ratio between fuel and torque M _ k is not ensured. However, an adaptive method can be used to reduce the torque error M _ f _ ik significantly, preferably to zero. The injection correction factor required for this is determined. Although the accuracy of the injection correction factor r _ ik obtained in the homogeneous combustion is low, the reliability is higher because of the combustion where λ is 1.
However, if a single-cylinder lambda value is used, the torque error M _ f _ ik can also be adjusted by means of the regulator R _ I up to a homogeneous combustion with lambda equal to approximately 0.85. Unlike stratified combustion, the relationship between fuel and the torque M _ k output by the internal combustion engine 1 is nonlinear.
Next, in block 17, the static flow error q _ stat and the dynamic flow error q _ dyn are determined from the injection correction factor r _ ik. In stratified combustion of the internal combustion engine 1, the flow rate errors q _ stat and q _ dyn are determined in consideration of the injection correction factor R _ ik generated by the regulator R _ i. During homogeneous combustion of the internal combustion engine 1, the injection correction factor r _ ik is extracted from the characteristic map k _ i at each operating point k. Switching between stratified combustion (position "S") and homogeneous combustion (position "H") is performed by means of the switch 18. The switch 18 is operated by an operating unit 19 of the control device 15. The operating unit 19 determines the actual operating mode of the internal combustion engine 1 on the basis of various operating parameters 20 of the internal combustion engine 1.
In functional block 17, according to the invention, in the case of a long injection time t _ ik, the injection correction factor r _ ik corresponding to the operating point k is taken into account as the static flow error q _ stat, since the influence of the dynamic flow error q _ dyn is smaller the longer the injection time t _ ik, i.e. the longer the time for which the high-pressure injection valve 9 is opened or closed. In the case of short injection times t _ ik, the injection correction factor r _ ik corresponding to the operating point k is taken into account as the dynamic flow error q _ dyn, since the influence of the static flow error q _ stat is smaller the shorter the injection time t _ ik, i.e. the time of operation of the high-pressure injection valve 9.
The corrected injection time t _ ik for a specific cylinder i at a specific operating point k is then determined in the processing unit 21 of the control device 15 on the basis of the injection correction factor r _ ik for the respective cylinder i. Specifically, the calculated injection times are corrected multiplicatively by means of the static flow error q _ stat and additively by means of the dynamic flow error q _ dyn. The processing unit 21 may perform a primary filtering or unifying of the determined injection time t _ ik.
In summary, the injection correction factor r _ ik is first determined. In stratified combustion and homogeneous combustion up to λ 0.85, the torque error M _ f _ ik is set to zero by means of the regulator R _ i. The regulating action of the regulator R _ I corresponds to the injection correction factor R _ ik. In the stratified combustion, there is a ratio between the amount of fuel and the output torque M _ k, and in the homogeneous combustion up to λ of 0.85, there is a nonlinear relationship. The injection correction factor r _ ik is stored in the characteristic map k _ i of the individual cylinder in the control device 15.
During operation of the internal combustion engine 1, the static flow rate error q _ stat and the dynamic flow rate error q _ dyn are determined from the injection correction factor r _ ik stored in the characteristic map k _ i for a specific operating point k. The amount of fuel injected into the combustion chamber 4 is corrected according to the flow errors q _ stat, q _ dyn, so that each cylinder i provides a torque M _ ik of a uniform magnitude regardless of how large the error is carried by each high-pressure injection valve 9. This has a positive effect on the smooth running, the emissions and the fuel consumption of the internal combustion engine 1.
The invention allows the machining tolerances of the high-pressure injection valve 9 to be increased. This is because the dynamic flow rate error q _ dyn is also taken into account when correcting the torque error M _ f _ ik, and the characteristics of the high-pressure injection valves 9 of the internal combustion engine 1 are determined for the cylinders and taken into account when adjusting the cylinder alignment.
Claims (14)
1. Method for operating a multi-cylinder internal combustion engine (1), in which fuel is injected into a combustion chamber (4) by means of a high-pressure injection valve (9) in a compression phase in a first operating mode and in an intake phase in a second operating mode, and in which switching is carried out between the operating modes and the torque of the cylinders of the internal combustion engine is adjusted in unison, the torque of the cylinders of the internal combustion engine being adjusted in unison by means of an adjuster in the first operating mode, characterized in that:
-determining and storing injection correction factors (r _ ik) required for correcting the torque error (M _ f _ ik) of each cylinder (i) at a plurality of operating points (k),
-determining a static flow error (q _ stat) and a dynamic flow error (q _ dyn) of the high-pressure injection valve (9) from the injection correction factor (r _ ik),
-correcting the amount of fuel injected into the combustion chamber (4) as a function of the static flow error (q _ stat) and the dynamic flow error (q _ dyn) of the high-pressure injection valve (9).
2. The method of claim 1, wherein: the injection correction factor (r _ ik) is determined only in the first operating mode.
3. The method of claim 1, wherein: the injection correction factor (r _ ik) is determined not only in the first operating mode but also in the second operating mode.
4. A method as claimed in claim 3, characterized by: a common static flow error (q _ stat) and dynamic flow error (q _ dyn) are determined from the injection correction factor (r _ ik) determined in the first operating mode and from the injection correction factor (r _ ik) determined in the second operating mode, said common static flow error and dynamic flow error being used as a basis for correcting the quantity of fuel to be injected into the combustion chamber (4).
5. The method of one of claims 1 to 4, characterized by: the adjusting action of the adjuster for cylinder-consistent adjustment, which is required to correct the torque error (M _ f _ ik) of each cylinder (i), corresponds to the injection correction factor (r _ ik).
6. The method of one of claims 1 to 4, characterized by: the injection time is changed to correct the amount of fuel to be injected into the combustion chamber (4).
7. The method of one of claims 1 to 4, characterized by: the injection correction factor (r _ ik) is stored in a characteristic map (k _ i).
8. The method of one of claims 1 to 4, characterized by: in the case of a long injection time, the injection correction factor (r _ ik) corresponding to the operating point (k) is taken into account as the static flow error (q _ stat).
9. The method of one of claims 1 to 4, characterized by: in the case of short injection times, the injection correction factor (r _ ik) corresponding to the operating point (k) is taken into account as the dynamic flow error (q _ dyn).
10. The method of claim 1, wherein: the engine is a direct injection engine.
11. Internal combustion engine (1) having a combustion chamber (4) into which fuel can be injected in a first operating mode in a compression phase and in a second operating mode in an intake phase via a high-pressure injection valve (9), having a control device (15) for switching between the operating modes and having a regulator for cylinder-specific regulation at least in the first operating mode, characterized in that: control device (15)
-determining and storing injection correction factors (r _ ik) required for correcting the torque error (M _ f _ ik) of each cylinder (i) at a plurality of operating points (k),
-determining a static flow error (q _ stat) and a dynamic flow error (q _ dyn) of the high-pressure injection valve (9) from the injection correction factor (r _ ik),
-correcting the amount of fuel to be injected into the combustion chamber (4) as a function of the static flow error (q _ stat) and the dynamic flow error (q _ dyn) of the high-pressure injection valve (9).
12. An internal combustion engine as in claim 11 wherein: the engine is a direct injection engine.
13. Control device (15) for an internal combustion engine (1) with a combustion chamber (4) into which fuel can be injected by a high-pressure injection valve (9) in a compression phase in a first operating mode and in an intake phase in a second operating mode, and with a regulator for cylinder-specific regulation at least in the first operating mode, the control device (15) being designed to switch between operating modes, characterized in that: the control device (15)
-determining and storing injection correction factors (r _ ik) required for correcting the torque error (M _ f _ ik) of each cylinder (i) at a plurality of operating points (k),
-determining a static flow error (q _ stat) and a dynamic flow error (q _ dyn) of the high-pressure injection valve (9) from the injection correction factor (r _ ik),
-correcting the amount of fuel to be injected into the combustion chamber (4) as a function of the static flow error (q _ stat) and the dynamic flow error (q _ dyn) of the high-pressure injection valve (9).
14. The control apparatus of claim 13, wherein: the engine is a direct injection engine.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10012025.3 | 2000-03-11 | ||
| DE10012025A DE10012025A1 (en) | 2000-03-11 | 2000-03-11 | Method for operating a multi-cylinder internal combustion engine |
| PCT/DE2001/000346 WO2001069066A1 (en) | 2000-03-11 | 2001-01-30 | Method for operating a multi-cylinder internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1364216A CN1364216A (en) | 2002-08-14 |
| CN1364216B true CN1364216B (en) | 2010-06-09 |
Family
ID=7634442
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN018004873A Expired - Fee Related CN1364216B (en) | 2000-03-11 | 2001-01-30 | Method for operating a multi-cylinder internal combustion engine |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP1179130B1 (en) |
| JP (1) | JP2003527527A (en) |
| CN (1) | CN1364216B (en) |
| AU (1) | AU3914501A (en) |
| BR (1) | BR0105031B1 (en) |
| DE (3) | DE10012025A1 (en) |
| MX (1) | MXPA01011465A (en) |
| RU (1) | RU2260141C2 (en) |
| WO (1) | WO2001069066A1 (en) |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10235105B4 (en) * | 2002-08-01 | 2015-02-26 | Robert Bosch Gmbh | Method for operating an internal combustion engine, in particular of a motor vehicle |
| DE10317684B4 (en) | 2003-04-17 | 2015-02-12 | Robert Bosch Gmbh | Method and control device for operating an internal combustion engine |
| DE10323671A1 (en) * | 2003-05-16 | 2004-12-09 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
| DE10339251B4 (en) * | 2003-08-26 | 2015-06-25 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
| DE102004006294B3 (en) * | 2004-02-09 | 2005-10-13 | Siemens Ag | Method for equalizing the injection quantity differences between the cylinders of an internal combustion engine |
| DE102004006554B3 (en) * | 2004-02-10 | 2005-06-30 | Siemens Ag | Cylinder equalization method for fuel injection in automobile engine using adaption of fuel injection parameters via learned adaption values |
| FR2910552B1 (en) * | 2006-12-21 | 2009-01-30 | Renault Sas | METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE |
| JP2012026340A (en) | 2010-07-22 | 2012-02-09 | Denso Corp | Fuel injection control device for direct injection internal combustion engine |
| AT511001B1 (en) * | 2011-01-18 | 2013-11-15 | Ge Jenbacher Gmbh & Co Ohg | METHOD FOR OPERATING A COMBUSTION ENGINE THROUGHOUT AT LEAST TWO CYLINDER |
| RU2519272C2 (en) * | 2012-01-10 | 2014-06-10 | Аркадий Фёдорович Щербаков | Method for ice injection parameter adjustment |
| JP5880258B2 (en) * | 2012-04-26 | 2016-03-08 | マツダ株式会社 | Multi-cylinder gasoline engine |
| JP5918702B2 (en) * | 2013-01-18 | 2016-05-18 | 日立オートモティブシステムズ株式会社 | Engine control device |
| US9593638B2 (en) * | 2014-09-18 | 2017-03-14 | Ford Global Technologies, Llc | Fuel injector characterization |
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| US4688535A (en) * | 1983-10-04 | 1987-08-25 | Robert Bosch Gmbh | Apparatus for influencing control quantities of an internal combustion engine |
| GB2257542A (en) * | 1991-07-04 | 1993-01-13 | Bosch Gmbh Robert | Method of equalising fuel injection between engine cylinders |
| CN1205759A (en) * | 1995-12-22 | 1999-01-20 | 美国西门子汽车公司 | Using EEPROM tech. in carrying performance data with fuel injector |
| CN1240016A (en) * | 1996-12-05 | 1999-12-29 | 西门子公司 | Method for controlling direct-injection internal ocmbustion engine |
| US6021758A (en) * | 1997-11-26 | 2000-02-08 | Cummins Engine Company, Inc. | Method and apparatus for engine cylinder balancing using sensed engine speed |
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| US4539956A (en) * | 1982-12-09 | 1985-09-10 | General Motors Corporation | Diesel fuel injection pump with adaptive torque balance control |
| JPS59141729A (en) * | 1983-01-31 | 1984-08-14 | Nippon Denso Co Ltd | Method of controlling fuel injection quantity of internal-combustion engine |
| JP2920262B2 (en) * | 1991-06-14 | 1999-07-19 | トヨタ自動車株式会社 | Control device for multi-cylinder internal combustion engine |
| JPH09228864A (en) * | 1996-02-27 | 1997-09-02 | Unisia Jecs Corp | Fuel injection controller of direct injection type engine |
| IT1284681B1 (en) * | 1996-07-17 | 1998-05-21 | Fiat Ricerche | CALIBRATION PROCEDURE FOR AN INJECTION SYSTEM FITTED WITH INJECTORS. |
| DE19720009C2 (en) * | 1997-05-13 | 2000-08-31 | Siemens Ag | Method for cylinder equalization with regard to the fuel injection quantity in an internal combustion engine |
| JP3421059B2 (en) * | 1998-02-23 | 2003-06-30 | カミンス エンジン カンパニー インコーポレイテッド | Premixed charge compression ignition engine with optimal combustion control |
| DE19812305C2 (en) * | 1998-03-20 | 2001-12-06 | Siemens Ag | Method for cylinder equalization in a direct-injection internal combustion engine |
| DE19828279A1 (en) * | 1998-06-25 | 1999-12-30 | Bosch Gmbh Robert | Electronic control device for parameter which influences unsteady running of IC engine |
| JP3279982B2 (en) * | 1998-07-06 | 2002-04-30 | 株式会社ボッシュオートモーティブシステム | Method and apparatus for controlling fuel injection amount |
| JP2000110617A (en) * | 1998-10-02 | 2000-04-18 | Mitsubishi Motors Corp | Internal combustion engine |
-
2000
- 2000-03-11 DE DE10012025A patent/DE10012025A1/en not_active Withdrawn
-
2001
- 2001-01-30 AU AU39145/01A patent/AU3914501A/en not_active Abandoned
- 2001-01-30 JP JP2001567921A patent/JP2003527527A/en not_active Ceased
- 2001-01-30 DE DE50101962T patent/DE50101962D1/en not_active Expired - Lifetime
- 2001-01-30 EP EP01913545A patent/EP1179130B1/en not_active Expired - Lifetime
- 2001-01-30 BR BRPI0105031-1A patent/BR0105031B1/en not_active IP Right Cessation
- 2001-01-30 RU RU2001132751/06A patent/RU2260141C2/en not_active IP Right Cessation
- 2001-01-30 MX MXPA01011465A patent/MXPA01011465A/en active IP Right Grant
- 2001-01-30 WO PCT/DE2001/000346 patent/WO2001069066A1/en active IP Right Grant
- 2001-01-30 CN CN018004873A patent/CN1364216B/en not_active Expired - Fee Related
- 2001-01-30 DE DE10190969T patent/DE10190969D2/en not_active Expired - Lifetime
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4688535A (en) * | 1983-10-04 | 1987-08-25 | Robert Bosch Gmbh | Apparatus for influencing control quantities of an internal combustion engine |
| GB2257542A (en) * | 1991-07-04 | 1993-01-13 | Bosch Gmbh Robert | Method of equalising fuel injection between engine cylinders |
| CN1205759A (en) * | 1995-12-22 | 1999-01-20 | 美国西门子汽车公司 | Using EEPROM tech. in carrying performance data with fuel injector |
| CN1240016A (en) * | 1996-12-05 | 1999-12-29 | 西门子公司 | Method for controlling direct-injection internal ocmbustion engine |
| US6021758A (en) * | 1997-11-26 | 2000-02-08 | Cummins Engine Company, Inc. | Method and apparatus for engine cylinder balancing using sensed engine speed |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2001069066A1 (en) | 2001-09-20 |
| RU2260141C2 (en) | 2005-09-10 |
| BR0105031B1 (en) | 2009-08-11 |
| CN1364216A (en) | 2002-08-14 |
| EP1179130B1 (en) | 2004-04-14 |
| DE10190969D2 (en) | 2002-06-20 |
| DE10012025A1 (en) | 2001-10-18 |
| DE50101962D1 (en) | 2004-05-19 |
| BR0105031A (en) | 2007-05-29 |
| MXPA01011465A (en) | 2002-08-30 |
| AU3914501A (en) | 2001-09-24 |
| EP1179130A1 (en) | 2002-02-13 |
| JP2003527527A (en) | 2003-09-16 |
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