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EP1570165B1 - Procede d'adaptation de la courbe caracteristique d'une soupape d'injection - Google Patents

Procede d'adaptation de la courbe caracteristique d'une soupape d'injection Download PDF

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Publication number
EP1570165B1
EP1570165B1 EP03789098A EP03789098A EP1570165B1 EP 1570165 B1 EP1570165 B1 EP 1570165B1 EP 03789098 A EP03789098 A EP 03789098A EP 03789098 A EP03789098 A EP 03789098A EP 1570165 B1 EP1570165 B1 EP 1570165B1
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EP
European Patent Office
Prior art keywords
injection valve
internal combustion
combustion engine
injection
triggering
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.)
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EP03789098A
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German (de)
English (en)
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EP1570165A1 (fr
Inventor
Jerome Bouchain
Rainer Hirn
Jürgen FRITSCH
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Siemens AG
Siemens Corp
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Siemens AG
Siemens Corp
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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
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • 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

Definitions

  • the present invention relates to a method for adapting a reference injection behavior reproducing injection valve characteristic of a controlled fuel injection valve of an internal combustion engine to age-related changes or production-related variations of an actual injection behavior.
  • injection valves are controlled in internal combustion engines so that at each operating point an optimal amount of fuel enters the combustion chambers.
  • high pressure fuel is injected from a fuel reservoir into the combustion chambers.
  • the metering of the amount of fuel introduced in the combustion chamber is done by suitable control of the injection valves, which are also referred to as injectors.
  • injectors The metering is usually time-controlled by the injection valve is opened for a specified time and then closed again.
  • a control unit of the internal combustion engine specifies an opening time and an opening duration of the injection valve. In doing so one lays down e.g. to an electrically operated injection valve to a control signal, which specifies a drive time.
  • the control unit can make an association between the activation duration and the metered fuel mass;
  • an injection valve characteristic is stored in the control unit, which establishes a relationship between the injected fuel quantity and the actuation duration of the injection valve, wherein also other conditions, such as fuel pressure or temperature are taken into account.
  • the injection valve characteristic is based on a standard fuel injector that meets certain specifications.
  • the injection behavior of each injection valve always differs slightly in principle, there are certain differences with regard to the amount of fuel delivered given a fixed control duration from injection valve to injection valve. This leads to non-round running of the internal combustion engine and especially to poorer exhaust gas values. Nevertheless, in order to be able to comply with strict emission standards, it is necessary to keep the permissible tolerances for the injection valves as low as possible, which is very costly.
  • the invention is therefore based on the object of specifying a method for adjusting a reference injection behavior reproducing injection valve characteristic of a controlled fuel injection valve of an internal combustion engine to age-related changes of an actual injection behavior, which makes it possible to make an individual adjustment for each injector.
  • This object is achieved by a method for adjusting a reference injection behavior reproducing injection valve characteristic of a controlled fuel injection valve of an internal combustion engine to age-related changes of an actual injection behavior, wherein during a fuel injection requiring operating state of the internal combustion engine, the injection valve is driven intermittently according to a drive time, while otherwise no fuel injection takes place, so that at least one working cycle with control follows or precedes at least one working cycle without activation of the injection valve, respectively a speed value or a value of a speed-dependent size of the internal combustion engine for the working cycle with control and for at least one of the working cycles without control is detected and formed a difference of the detected values and thus a correction of the injection characteristic v is taken.
  • the injection valve is driven intermittently according to a drive time.
  • a correction of the injection characteristic is effected.
  • the speed information evaluated in this regard either the speed directly or a speed-dependent variable, changes when a torque-generating injection occurs. The change is dependent on the injected fuel mass, so that not only the onset of injection above a certain sensibleberichtdauer, but also the entire injection characteristic, ie the dependence of the output from the injector fuel mass of the drive time can be corrected.
  • the drive duration is increased in steps, the step size depending on the desired accuracy of the correction of the injection valve characteristic. In principle, e.g. two steps sufficient to check for a minimum and a maximum drive duration.
  • the fuel mass emitted by the injection valve causes the internal combustion engine to output a torque.
  • this torque is reflected in the speed information.
  • the calculation of this torque value has the advantage that the finally sought value for the fuel mass can then be obtained by means of a simple conversion.
  • the corresponding Relationships for this are usually deposited in the control unit of the internal combustion engine, since modern control units usually perform a so-called torque-based control, which determines a desired torque and from it a fuel mass is derived.
  • torque-based control determines a desired torque and from it a fuel mass is derived.
  • the determination of the torque value can be done by a suitable evaluation of the speed gradient. If an internal combustion engine is under overrun fuel cut, the engine speed will generally decrease. It shows a speed gradient of the working cycles, in which the injection valve, the injection valve characteristic is to be adapted, driven, precipitates differently than for cycles in which there is no injection valve actuation. An analysis of the speed gradient thus makes it possible to easily generate the mentioned torque value.
  • F1 is a factor dependent on a number of cylinders
  • D is the torque value
  • M is the moment of inertia of the internal combustion engine
  • dN + is a speed gradient of the operating cycle with control of the injection valve
  • dN is a speed gradient of one of the working cycles without activation of the injection valve
  • dJ is an internal friction factor of the Internal combustion engine refers conditional braking torque, which may be speed-dependent.
  • the difference in the speed gradient of the working cycle with control of the injector and one of the working cycles without control of the injection valve is thus a suitable size for the calculation of the torque in a preferred embodiment.
  • the moment of inertia M of the internal combustion engine is influenced by the flywheel mass of the piston, crankshaft, camshaft and possible flywheel masses and constitutes a fixed variable fixed for an internal combustion engine.
  • the braking torque of the internal combustion engine is due to internal friction and usually also a largely constant variable, which can be easily determined as the moment of inertia on a test bench.
  • a driven by the internal combustion engine drive train for the method for adjusting the injection valve characteristic can be decoupled, for example by actuation of a corresponding clutch.
  • the method according to the invention i. the intermittent control of the injector and the control of the speed information, are performed repeatedly with unchanged control period.
  • F2 is a factor dependent on the number of cylinders
  • D is the torque value
  • M is the moment of inertia of the internal combustion engine
  • dJ is a factor for an internal friction of the internal combustion engine
  • Tx1 is the segment time for the particular cylinder in the first working cycle
  • Tx2 is the segment time for the particular cylinder
  • Tx3 denotes the segment time for the cylinder in the third working cycle
  • ST the average total duration of the passage of all segments during a working cycle without control of the injection valve
  • ST + the average total duration of the passage of all segments during one of the working cycles with actuation of the injection valve.
  • the average total duration of the run of all segments is used for the cycle, in which also indicated in the denominator of the equation Segment times were won.
  • this is not absolutely necessary, depending on the speed detection and other total durations, for example, from more recent work cycles can be used.
  • a factor is used for a braking torque caused by internal friction of the internal combustion engine.
  • a particularly accurate consideration of this in the equations additive incoming factor is obtained when the braking torque to the respective working cycle, in which the injection valve was activated or not driven zoom. Therefore, in this respect, a method is preferable in which a difference between two values is formed for determining the factor for the braking torque caused by the internal friction of the internal combustion engine, one value being one of the working cycles of the internal combustion engine without controlling the injector and the other the working cycle of the engine Internal combustion engine is associated with control of the working cycle.
  • the injection valve characteristic which is to be adapted to the actual injection behavior of an injection valve, in the form of a link between fuel mass and driving time before.
  • a fuel mass value for a fuel mass output from the injection valve is derived from the speed information or the torque value and is assigned to the value for the activation duration at which the fuel mass value was obtained.
  • FIG. 1 shows the injection valve characteristic of an electrically controlled injection valve of an internal combustion engine (not shown).
  • a fuel mass K is over a drive time TI applied.
  • the injection valve is actuated by means of a corresponding electrical control signal for outputting a fuel mass, ie the control unit has to open the fuel injector fed by the fuel injector for the control period TI.
  • start value TI_0 is shown in FIG. 1 as start value TI_0. Shorter drive times are not feasible.
  • the injection valve emits a fuel mass which, according to the characteristic shown in FIG. 1, depends on the activation duration.
  • the dashed lines shown characteristic 1 of FIG. 1 is stored in a newly delivered internal combustion engine in the control unit of the internal combustion engine and is based on a reference injection behavior of a new injection valve, which meets certain specifications.
  • an exemplary characteristic 2 of an aged injection valve is shown in solid lines in FIG.
  • the starting value TI_0 above which a control period TI must be in order for a fuel mass to be discharged from the injection valve, is above the starting value for the reference injection behavior according to characteristic 1. Due to manufacturing tolerances and / or changes occurring during the Lifetime of the injection valve due to wear or the like. occur, there is a shift dTI between the starting points. This shift has the consequence that a different activation duration TI is required in order to deliver the same fuel mass in the case of an injection valve having the characteristic 2, as in the case of a reference injection valve with the characteristic 1. The shift can indeed be longer or shorter after aging / production deviation Driving time available.
  • FIG. 1 suggests that to adapt the actual injection behavior according to characteristic 2 to the reference injection behavior according to characteristic 1, it would be sufficient to determine the displacement dTI. Although this may be sufficient in most cases, however, wear-related aging phenomena on the injection valve can also lead to the characteristics 2 representing the injection behavior not being able to be obtained from the characteristic 1 of the reference injection behavior by a simple parallel displacement along the x-axis. As a result of aging, further deviations between the characteristics 1 and 2 may result. This is clear, for example, from the course of the characteristic 1 in the region of higher actuation durations TI; in this section, the shift between the characteristic 1 and the characteristic 2 is less than in the range of lower fuel masses K or in the region of the starting value TI_0.
  • the fuel mass K emitted by the injection valve under consideration is determined as an function of the activation duration TI in an adaptation method.
  • a fuel cut-off phase of the internal combustion engine is utilized, in addition, in order to switch off external braking torques, the internal combustion engine is separated from a drive train of the motor vehicle driven by the engine by opening a clutch.
  • the internal combustion engine is operated substantially without fuel, whereby the speed drops sharply until an idle controller engages the operation the internal combustion engine to idle speed to stabilize.
  • the injection valve in the fuel cut-off phase, is driven intermittently according to a drive duration, i. Working cycles of the internal combustion engine, in which the injection valve is driven to open for a certain driving time, alternate with working cycles, in which the injection valve is not actuated.
  • FIG. 2 shows, in each case in a time series, the profile of the rotational speed N of the internal combustion engine or of a revolution duration U of a segment wheel driven by the internal combustion engine, which is non-rotatably connected to the crankshaft of the internal combustion engine.
  • the speed curve is shown together with a drive signal 4.
  • the speed curve 3 is the time evolution of the speed of the engine again.
  • the drive signal 4 is the signal with which an injection valve is activated during the overrun fuel cutoff of the internal combustion engine.
  • the drive signal 4 is composed of drive pulses 5 and intervening rest pauses 6 together. During the duration of a drive pulse 5, the injection valve is driven according to a drive duration.
  • the injection valve opens, and a cylinder of the internal combustion engine fed by the injection valve carries out a power stroke because fuel is allocated.
  • a cylinder of the internal combustion engine fed by the injection valve carries out a power stroke because fuel is allocated.
  • the rest periods 6 lying working cycles of the cylinder take place without the injection valve is driven to open. So these are work cycles in which the corresponding cylinder is switched off.
  • the control signal 4 thus represents a binary signal which indicates whether the injection valve, whose characteristic is to be adjusted, is even activated.
  • the width of the drive pulses 5 in Fig. 2 are not the Anêtdauer again, but only indicates whether in a working cycle, the injection valve is driven.
  • the speed curve 3 shows in working cycles for which a drive pulse 5 is drawn, i. in which the injector opens, a lower slope than when the drive signal has a rest 6, i. the injection valve remains closed.
  • the sections with a smaller pitch are marked with a "+” and provided with the reference numeral 7.
  • the higher gradient portions, i. with a faster falling speed curve wear a "-" and are designated by the reference numeral 8.
  • FIG. 2 shows, in addition to the drive signal 4, a passage duration curve which represents the time evolution of the cycle duration U of the segment wheel.
  • the circulation time U is inversely proportional to the rotational speed N.
  • sections 7 of the passage duration curve 9 the circulation duration increases less than in sections 8, which in turn is caused by the activation of the injection valve, which has a drive pulse 5 during sections 7, while in sections 8 has a rest pause 6.
  • F is a cylinder number dependent factor
  • D is the torque value
  • M is an inertia of the internal combustion engine
  • dN + is a speed gradient of the working cycle with injection control
  • dN is a speed gradient of one of the cycles without controlling the injector
  • dJ is an internal friction factor Internal combustion engine referred conditional braking torque.
  • the factor F has the value 30 for a four-cylinder internal combustion engine.
  • the speed gradient dN + is given by the slope of the speed curve 3 in the section 7, the speed gradient dN by the slope of the sections 8 of the speed curve 3.
  • the factor dJ takes into account a braking torque caused by internal friction of the internal combustion engine. In the case of a disconnected drive train, this depends only on the design or operating parameters of the internal combustion engine itself and can be taken from a performance map, for example.
  • the braking torque is dependent in particular on the speed, which is why, in an alternative embodiment, two values for the braking torque to the average speed in section 7 or section 8, which is pulled down for the calculation of the torque according to the above equation, and the difference is formed subtracting the braking torque at the time dN was determined from the braking torque at the time when dN + was determined to determine the factor dJ.
  • the torque value D calculated with the above equation represents the torque generated by the injection valve driving at the drive timing used for the adjustment.
  • This torque can be converted into the desired fuel mass K in a manner known to those skilled in the art, for example by a characteristic map.
  • a set of value pairs is obtained, each of which consists of a torque value and a drive duration or a fuel mass value and a drive duration.
  • 4 shows the plot of the value pairs obtained for an exemplary injection valve.
  • the fuel mass K (in mg) is plotted over the activation time TI (in ms). At a drive time of just over 0.16 ms, a fuel mass of 1 mg is delivered.
  • Each measurement point corresponds to a performance of the method for adaptation with a specific activation duration, wherein the torque calculated as indicated above was additionally converted via a known relationship into a fuel mass which the injection valve delivered in the method for adaptation.
  • the injection valve begins only above a certain drive time to deliver a fuel mass. This lower limit corresponds to the starting value TI_0 in Fig. 1.
  • the resolution in the adjustment is in the range of 0.1 to 0.2 mg.
  • the curve 14 shown in FIG. 4 can thus be used as characteristic 1 associated with the corresponding injection valve during operation of the internal combustion engine or serve for the correction of the characteristic 1 on the curve 14.
  • FIG. 4 shows in this respect a small section of the characteristic 2 of FIG. 1 around the starting value TI_0.
  • FIG. 3 illustrates a second embodiment of the method with which an adaptation of the injection valve characteristic can be achieved.
  • 3 shows a section of the passage duration curve 9 of the right-hand illustration of FIG. 2.
  • Consecutive sections 7 and 8 are shown in a section of the passage duration curve 9 in FIG. 3, each section corresponding to a working cycle.
  • a segment time signal 10 is shown representing the segment durations taken by the passage of a segment of the segmented wheel, each segment being associated with exactly one cylinder of a four-cylinder internal combustion engine.
  • the time axis which shows the time t, the corresponding working order of the cylinders is additionally plotted with Roman numbers.
  • the internal combustion engine considered in the example thus has the working game sequence IV, I, II and III. In this order, the cylinders of the four-cylinder internal combustion engine undergo their working cycles within a working cycle.
  • the characteristic of the injection valve of the cylinder I is adapted.
  • the injection valve of the cylinder I is first controlled in a first cycle 11 according to a drive duration.
  • the drive signal 4 again has a drive pulse 5
  • the injection valve of the cylinder I is again driven according to a drive time, which is the same drive time as in the work cycle 11.
  • Fig. 3 the associated segment time T is plotted for each stroke of the cylinder I, II and III, with two additional Arabic numerals are added from suffix, of which the first digit for the cylinder number and the second digit for the working cycle is (1: first working game, 2: second working game, 3: third working game).
  • F2 is a cylinder number dependent factor (16 for a four cylinder engine)
  • D is the torque value
  • M is the inertia of the engine
  • dJ is an internal friction factor for the engine braking torque
  • Tx1 is the segment time for the particular cylinder in the first cycle
  • Tx2 the segment time for the particular cylinder in the second cycle
  • Tx3 the segment time for the cylinder in the third cycle
  • ST- the mean total duration of the passage of all segments during a cycle without actuation of the injector and ST + the average total duration of the passage of all segments during one of the working cycles referred to control of the injection valve.
  • a value pair is formed from the torque value and the associated activation duration.
  • the value pairs for different activation periods then allow a correction of the reference injection valve characteristic, if necessary after conversion of the torque values into values for fuel masses.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé permettant d'adapter une courbe caractéristique d'une soupape d'injection de carburant commandée d'un moteur à combustion interne, qui reflète un comportement d'injection de référence, aux modifications d'un comportement d'injection réel qui sont liées au vieillissement. Ledit procédé consiste : à commander de manière intermittente la soupape d'injection, en fonction d'une durée de commande au cours de laquelle il n'y a pas d'injection de carburant, lorsque le mode de fonctionnement du moteur à combustion interne ne nécessite pas d'injection de carburant, de sorte qu'au moins un cycle de fonctionnement avec commande de la soupape d'injection suit ou précède un cycle de fonctionnement sans commande de la soupape d'injection ; à détecter respectivement une valeur de régime du moteur à combustion interne pour le cycle de fonctionnement avec commande ainsi que pour au moins un des cycles de fonctionnement sans commande ; et à établir une différence entre les valeurs détectées et corriger la courbe caractéristique de la soupape d'injection au moyen de cette différence.

Claims (11)

  1. Procédé permettant d'adapter une caractéristique de soupape injectrice d'une soupape injectrice de carburant activée d'un moteur à combustion interne représentant un comportement d'injection de référence à des changements dus au vieillissement ou à des écarts dus à la fabrication observés dans un comportement d'injection réel,
    a) la soupape injectrice étant activée, pendant un état de fonctionnement du moteur à combustion interne ne nécessitant pas d'injection de carburant, de manière intermittente pendant une durée d'activation donnée alors qu'en dehors de cela il n'y a pas d'injection de carburant, de sorte qu'au moins un cycle de fonctionnement avec activation de la soupape injectrice suit ou précède au moins un cycle de fonctionnement sans activation de ladite soupape injectrice,
    b) une valeur de nombre de tours ou une valeur d'une grandeur dépendant du nombre de tours du moteur à combustion interne étant respectivement détectée pour le cycle de fonctionnement avec activation et pour au moins l'un des cycles de fonctionnement sans activation et
    c) une différence des valeurs détectées étant formée et la caractéristique de soupape injectrice étant corrigée grâce à ladite différence.
  2. Procédé selon la revendication 1, dans lequel est formée une différence des valeurs détectées et sont calculées des dérivées du premier ordre et/ou d'ordre supérieur.
  3. Procédé selon la revendication 2, dans lequel sont calculées, sur la base de temps de segment mesurés, des différences et à partir de celles-ci des dérivées, à partir desquelles sont déduites des dérivées du premier ordre et d'ordre supérieur.
  4. Procédé selon l'une des revendications précédentes, dans lequel, à l'aide de méthodes d'analyse de signaux, est évaluée dans sa totalité une allure de la valeur de nombre de tours ou de la valeur dépendant du nombre de tours sur plusieurs cycles de fonctionnement avec et sans activation et sont identifiées et éliminées des influences perturbatrices.
  5. Procédé selon l'une des revendications précédentes dans lequel la durée d'activation est augmentée progressivement.
  6. Procédé selon l'une des revendications précédentes, dans lequel est calculée, dans l'étape c), une valeur de couple pour un couple qui a été provoqué par l'activation de la soupape injectrice avec la durée d'activation.
  7. Procédé selon la revendication 6, dans lequel la valeur de couple est calculée selon la formule suivante : D = ( π / F 1 ) . M . ( d N + − d N − ) + d J ,
    Figure imgb0010
    F1 étant un facteur dépendant d'un nombre de cylindres, D la valeur de couple, M un couple d'inertie du moteur à combustion interne, dN+ un gradient de vitesse du cycle de fonctionnement avec activation de la soupape injectrice, dN- un gradient de vitesse de l'un des cycles de fonctionnement sans activation de la soupape injectrice et dJ un facteur pour un couple de freinage dû au frottement interne du moteur à combustion interne.
  8. Procédé selon l'une des revendications précédentes, les étapes a) et b) étant, en vue de la suppression du bruit, réalisées plusieurs fois avec une durée d'activation inchangée.
  9. Procédé selon la revendication 6 utilisé dans un moteur à combustion interne réalisé en tant que moteur polycylindrique à combustion interne, dans lequel est balayée une roue segmentée entraînée par ledit moteur à combustion interne et sont effectués un premier cycle de fonctionnement sans activation de la soupape injectrice d'un cylindre déterminé, puis un deuxième cycle de fonctionnement avec activation de la soupape injectrice du cylindre déterminé, et puis un troisième cycle de fonctionnement sans activation de la soupape injectrice d'un cylindre déterminé, un temps de segment étant déterminé au moins dans le premier, le deuxième et le troisième cycle de fonctionnement pour le cylindre déterminé, ce temps de segment correspondant à la durée de passage d'un segment de la roue segmentée pendant le cycle de travail du cylindre et le couple étant calculé selon l'équation suivante : D = F 2. π . M ( ( T x 3 − T x 2 ) / ( S T − ) 3 − ( T x 2 − T x 1 ) / ( S T + ) 3 ) + d J ,
    Figure imgb0011
    F2 étant un facteur dépendant du nombre de cylindres, D la valeur de couple, M un couple d'inertie du moteur à combustion interne, dJ un facteur pour un couple de freinage dû au frottement interne du moteur à combustion interne, Tx1 le temps de segment pour le cylindre déterminé dans le premier cycle de fonctionnement, Tx2 le temps de segment pour le cylindre déterminé dans le deuxième cycle de fonctionnement, Tx3 le temps de segment pour le cylindre dans le troisième cycle de fonctionnement, ST- la durée totale moyenne nécessaire au passage de tous les segments pendant un cycle de fonctionnement sans activation de la soupape injectrice et ST+ la durée totale moyenne nécessaire au passage de tous les segments pendant l'un des cycles de fonctionnement avec activation de la soupape injectrice.
  10. Procédé selon la revendication 7 ou 9, dans lequel est formée, en vue de déterminer le facteur pour le couple de freinage provoqué par le frottement interne du moteur à combustion interne, une différence entre deux valeurs, une valeur étant affectée à l'un des cycles de fonctionnement du moteur à combustion interne sans activation de la soupape injectrice et l'autre valeur étant affectée au cycle de fonctionnement du moteur à combustion interne avec activation de la soupape injectrice.
  11. Procédé selon la revendication 6, dans lequel une valeur de masse de carburant pour une masse de carburant injectée par la soupape injectrice est déduite à partir de la valeur de couple, la valeur de masse de carburant est affectée à la durée d'activation, puis est utilisée pour la correction de la caractéristique de soupape injectrice.
EP03789098A 2002-12-10 2003-11-27 Procede d'adaptation de la courbe caracteristique d'une soupape d'injection Expired - Lifetime EP1570165B1 (fr)

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WO2004053316A1 (fr) 2004-06-24
EP1570165A1 (fr) 2005-09-07
AU2003293737A1 (en) 2004-06-30
DE50304395D1 (de) 2006-09-07
DE10257686A1 (de) 2004-07-15
US20060047405A1 (en) 2006-03-02

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