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EP3014093B1 - Procédé de détermination de la quantité absolue de carburant injectée dans un moteur à combustion interne et système associé - Google Patents

Procédé de détermination de la quantité absolue de carburant injectée dans un moteur à combustion interne et système associé Download PDF

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Publication number
EP3014093B1
EP3014093B1 EP14730478.6A EP14730478A EP3014093B1 EP 3014093 B1 EP3014093 B1 EP 3014093B1 EP 14730478 A EP14730478 A EP 14730478A EP 3014093 B1 EP3014093 B1 EP 3014093B1
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Prior art keywords
engine
injection quantity
determined
cylinders
run
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EP14730478.6A
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German (de)
English (en)
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EP3014093A1 (fr
Inventor
Christian Horn
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02D41/24—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
    • F02D41/24—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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • 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

Definitions

  • the run-up test is a well-known diagnostic test for determining the injection quantity error in injectors in an internal combustion engine.
  • a method for comparative testing of injection combustion engines is known in which the engine is controlled by an electric motor control, which either has self-diagnostic means or is equipped with a connection interface for an external diagnostic device.
  • the self-diagnosis means or the diagnostic device information can be obtained from the measured and displayable deviations of the respectively defined measured variables when a cylinder is switched off, which indicates that a possible target deviation of the deactivated cylinder is possible.
  • the absolute injection quantity can not be determined.
  • the WO 2004/053316 discloses the determination of an injection valve characteristic via the evaluation of speed gradients with fuel cut and continued control of the injector to be checked.
  • the inventor has recognized that during the acceleration test essentially from the speed at which the speed decreases, as long as no injection is active, the torque requirement of the engine by friction and connected thereto aggregates and thus of the maximum speed reached directly to the absolute Injection quantity can be deduced.
  • a predeterminable engine-specific factor f is necessary, which is, inter alia, proportional to the moment of inertia of the engine.
  • the core idea of the invention consists essentially in depositing the aforementioned predeterminable engine-specific factor f for the respective engine in an engine control unit and / or a workshop diagnostic test apparatus. With the aid of the factor stored for the respective engine, the absolute total injection quantity can thus be determined by means of a run-up test Individual injection quantities of the individual injectors are determined and evaluated at the defined operating point.
  • the acquired measurement data are essentially those which are suitable for describing the time profile of the engine speed n ( t ) during the acceleration test, in particular during the startup with active injection and during the fallback to the idling speed during inactive injection.
  • the rates of change a 1 and a 2 are calculated.
  • the engine to be tested can be accelerated by means of a defined number N of injections per active cylinder, the maximum speed n max . is reached (run-up phase). Thereafter, no injections occur until the engine speed is free to fall back to idle speed (free-fall phase); This is evident, for example, from the fact that the idle controller engages again.
  • the absolute average injection quantity per injector m inj is determined by dividing the total injection amount by the number nz of the cylinders of the engine, with active injection, and the total number N of the completed injections per cylinder during startup.
  • Inactive cylinder here means that in the run-up phase, the injector of this cylinder does not inject fuel into this cylinder.
  • the absolute injection quantity and thus the individual injection quantity drift of a specific individual injector m inj for the cylinder which was inactive when determining the at least one second absolute total injection quantity can be determined.
  • the respective absolute total injection quantity M inj ( nz ) is determined based on an energy balance E.
  • the respective absolute total injection quantity M inj ( nz ) is determined based on the kinetic energy E idle of the engine at idling speed n idle .
  • the respective absolute total injection quantity m inj ( zn ) is determined based on the work W ext performed by the engine during startup .
  • a torque requirement M reto to be provided by the engine is determined on the basis of the friction and external work based on the second rate of change a 2 .
  • f ( nz ) is the constant predetermined factor for the engine, for nz active cylinders
  • the factor f is an individual factor for each engine, which can be determined in advance for each engine.
  • the factor f can be stored in an engine control unit and / or a workshop diagnostic test apparatus for use in a method according to the invention.
  • f ( nz ) ideally takes place on a vehicle whose injectors have no reduced or increased amount, ie each injector injects the same amount, namely the quantity m inj requested by the engine control unit.
  • the inventive method can be implemented by means of an arrangement comprising: a suitably programmed workshop diagnostic device, which is connectable to a connection interface of a correspondingly programmed engine control device of a motor.
  • the implementation of the method may be controllably established by the workshop diagnosis device and / or engine control device.
  • At least one predetermined engine individual factor f ( nz ) determined when nz cylinders are active may be stored in the workshop diagnostic device and / or in the engine control device.
  • the necessary calculations of the injection quantities can be integrated in the software of the engine control unit and / or the workshop diagnostic test apparatus in the form of a correspondingly programmed algorithm as part of a diagnostic module.
  • the diagnostic module can be integrated as a software module in the software of an engine control unit (ECU-based workshop diagnostic module). After starting by a workshop diagnostics tester connected externally via a diagnostic interface to the engine control unit, the diagnostic module runs completely autonomously in the engine control unit. Upon completion, the diagnostic module returns the test results to the workshop diagnostic tester.
  • ECU-based workshop diagnostic modules differ from simple actuator tests in that the vehicle to be diagnosed in the workshop is offset by the engine control unit into predetermined no-load operating points, impresses actuator excitations and can independently evaluate the result via sensor values with an evaluation logic.
  • the diagnostic module as a software module can also be integrated into the software of a workshop diagnostic tester (diagnostic tester-based workshop diagnostic module).
  • the functional sequence, the evaluation and the evaluation of the method according to the invention then take place in the workshop diagnostic test apparatus, the measurement data used for the evaluation being determined by means of the engine control unit of sensors present in the vehicle or by additional test sensors.
  • the invention can be implemented as a computer program product with computer program code such that when the computer program code is executed on a corresponding programmable device, in particular a motor control device and / or a workshop diagnostic test device, this device carries out a method according to the invention.
  • FIG. 1 shows the basic structure of a test arrangement of a motor control device and a workshop diagnostic tester.
  • a motor controller 1 as a motor control device via a diagnostic interface 3 and a diagnostic cable 5 with the external diagnostic device 7 as Workshop diagnostic test device coupled.
  • the engine control 1 is set up for the control of the engine 9 in normal and test mode.
  • the diagnostic device 7 is configured to send the control data required for a specific diagnosis to the engine control unit 1, to control the test procedures and to retrieve the test results from the engine control unit 1.
  • the data required for controlling the motor 9 is acquired by the engine controller 1 by means of schematically illustrated sensor inputs 11 to 15.
  • the engine controller 1 is further set up to determine from the acquired data according to control parameters stored in the engine controller 1 for controlling the engine. This can be done by calculation based on stored algorithms, readings from stored tables or maps or the like.
  • the controlled engine 9 can be a spark-ignited internal combustion engine (gasoline engine) or a self-igniting internal combustion engine (diesel engine), wherein fuel is injected directly into the cylinders of the engine 9 by means of an injector assigned to the respective cylinder.
  • gasoline engine gasoline engine
  • diesel engine self-igniting internal combustion engine
  • the control of the engine 9 is performed by the engine controller 1 via outputs 21 to 25.
  • the engine controller 1 via the output 21 a solenoid valve in the fuel injector 31 drives.
  • a nozzle needle can be actuated hydraulically, which opens or closes an associated injection nozzle.
  • the opening time and the opening time of the injectors are essential control parameters of the engine.
  • the specific structure of a fuel injector and the underlying injection principle are not important. It may be, for example, a pump-nozzle or common-rail injection system.
  • the engine control unit 1 By means of the opening duration of the injection nozzle and the injection pressure, the engine control unit 1 essentially determines the amount of fuel injected into the associated cylinder. This in turn affects engine output and torque output.
  • FIG. 2 shows how the speed runs during a run-up test according to the invention in the simplest case.
  • phase marked with "A” the engine started is idling, ie the idling control is active and keeps the idling speed n idle .
  • the time l 1 starts the run-up test.
  • the injection is inactive, so that the speed drops approximately linearly with the second slope a 2 again.
  • the idle speed control resumes and keeps the speed stable (phase "D").
  • the torque requirement which is essentially caused by internal engine friction and by units connected to the engine, can be determined from: where f corresponds to the unknown moment of inertia of the motor.
  • the total done by the engine during the phase "B" with active injection, ie when running up work W ges corresponds to the sum of the kinetic energy of the rotating motor E red at maximum speed reached n max and the external work done W ext , ie overcoming the friction plus drive of the units, minus the kinetic energy E idle of the engine at idling speed n idle :
  • the work performed by the engine W ges is in turn proportional to the total injection quantity of all cylinders M inj ( zn ), or to the average injection quantity of the cylinders times the number nz of the active cylinders times the number N of all the injections per cylinder:
  • the engine-individual factor f ( zn ) thus contains both the moment of inertia of the engine and the efficiency of the engine, ie the kinetic energy generated per gram of fuel.
  • the inventor has recognized that the factor f ( zn ) is a constant factor which in particular does not depend on the instantaneous torque requirement of the engine under test.
  • the factor f ( zn ) can therefore be determined once and stored in the control unit of the engine or in the software of a workshop diagnostic tester .
  • the relationship set in the above formula (4) can be used to express the absolute injection quantity by means of a run-up test to determine measured data.
  • the relationship can basically be integrated into the software of the engine control unit as part of a control unit-based workshop diagnostic module. That is, the diagnostic module is integrated as a software module in the engine control unit and runs after starting by the externally connected workshop diagnostic tester completely self-sufficient in the engine control unit and reports after completion of the result to the diagnostic tester.
  • a diagnostic tester based workshop diagnostic module integration into a diagnostic tester based workshop diagnostic module is possible, i. the functional sequence, the evaluation and the evaluation of the test according to the invention are carried out in the workshop diagnostic test apparatus, wherein the measured data used for the evaluation can be determined by means of the engine control unit of sensors present in the vehicle or by additional test sensors.
  • FIG. 3 illustrates as a flowchart a possible implementation of the method according to the invention for determining the absolute injection quantity of an injector.
  • a first run-up test takes place in which the injection is active for all ZN cylinders of the engine 9 to be tested.
  • step S2 from the detected measured variables, namely the first speed a 1 , at which the speed n in the run-up phase "B" increases, the second speed a 2 , at which the speed n in the free-fall phase " C “decreases and the maximum speed n max reached at the end of the run-up phase” B "determines the absolute total injection quantity m inj . Based on this, the average injection quantity per cylinder or each of the injectors can already be closed.
  • the startup test is repeated in accordance with the number NZ of the cylinders of the engine, wherein in each case the injection is inactive in one of the individual cylinders, ie no injection takes place in a cylinder.
  • step S4 it is checked whether the running variable n is greater than the number NZ of the cylinders of the engine. If so, then all other necessary startup tests have been performed and the method continues to step S8. Otherwise, the process goes to step S5.
  • step S6 the absolute total injection quantity is then determined from the determined measured variables of the currently performed run-up test n .
  • step S8 the individual injection quantity drift for each individual injector is determined on the basis of the determined first absolute total injection quantity and the NZ second absolute total injection quantities.
  • the second absolute total injection quantity which was determined in the run-up test in which the cylinder belonging to the injector was inactive, is subtracted from the first absolute total injection quantity and the result is divided by the number N of injections per cylinder.
  • step S8 alternatively or additionally, the above relationship (4) may be used to determine the relative quantity differences from the inactive cylinder tests while the absolute injection quantity from the test (steps S1 and S2) with all cylinders NZ is active.
  • the method ends, wherein the determined results can be output on a display or a printer.
  • the in Fig. 3 Part of the method denoted by "II" serves to determine in each case a second absolute total injection quantity by means of a test run in which the injection is inactive in one of the cylinders.

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

Claims (8)

  1. Procédé de détermination de la quantité absolue de carburant injectée par les injecteurs (31) d'un moteur (9) de type moteur à combustion interne comprenant un nombre NZ de cylindres, caractérisé en ce
    qu'une première quantité totale absolue de carburant injectée Minj(nz = NZ) de tous les injecteurs (31) est déterminée sur la base de données de mesure détectées lors d'un test de montée en régime, lors duquel tous les cylindres du moteur (9) sont actifs, et d'un facteur prédéfini f(nz = NZ), propre au moteur, du moteur (9), lequel facteur a été déterminé pour le cas où tous les cylindres sont actifs, et est enregistré dans un appareil de diagnostic d'atelier (7) et/ou un appareil de commande de moteur (1), les données de mesures étant un régime de moteur maximal atteint nmax, une première vitesse de variation a1 du régime de moteur pendant la montée en régime avec injection active, une deuxième vitesse de variation a 2 du régime de moteur avec injection inactive et un régime de ralenti nidle du moteur (9) ou ces grandeurs étant dérivées des données de mesure détectées, et étant appropriées pour décrire la variation dans le temps du régime de moteur n(t) pendant le test de montée en régime, la quantité absolue respective de carburant injectée Minj (zn) étant déterminée sur la base de la relation suivante M inj nz = f nz ⋅ n max 2 + n max 2 − n idle 2 . a 2 a 1 − n idle 2 ,
    Figure imgb0012
     f(nz) étant le facteur constant prédéfini pour le moteur, dans le cas de nz cylindres actifs.
  2. Procédé selon la revendication 1,
    qu'au moins une deuxième quantité totale absolue de carburant injectée Minj(nz = NZ - 1) est déterminée sur la base de données de mesure d'un autre test de montée en régime, lors duquel au moins l'un des cylindres est inactif, et d'un facteur f(nz - 1) propre au moteur, lequel facteur a été déterminé pour le cas où un cylindre est inactif.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que la quantité totale absolue respective de carburant injectée Minj(nz) est déterminée sur la base d'un bilan énergétique Eges.
  4. Procédé selon la revendication 3,
    caractérisé en ce que la quantité totale absolue respective de carburant injectée Minj (nz) est déterminée sur la base d'au moins l'un parmi l'énergie cinétique Eidle du moteur (9) pour le régime de ralenti nidle et le travail effectué Wext par le moteur (9) pendant la montée en régime.
  5. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que les besoins de couple Mreib à fournir par le moteur (9) en raison de la friction et du travail externe sont déterminés sur la base de la deuxième vitesse de variation a2 .
  6. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que l'on tient compte du fait qu'un travail effectué par le moteur (9) jusqu'à ce que le régime maximal nmax soit atteint et par conséquent la quantité totale absolue de carburant injectée dépendent de manière quadratique du régime maximal atteint nmax.
  7. Système permettant de mettre en oeuvre un procédé selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce qu'un appareil de diagnostic d'atelier (7) programmé de manière correspondante peut être connecté par le biais d'une interface de connexion (3), à un appareil de commande de moteur (1), programmé de manière correspondante, d'un moteur (9), et la mise en oeuvre du procédé peut être commandée au moyen de l'appareil de diagnostic d'atelier (7) et/ou de l'appareil de commande de moteur (7),
    au moins un facteur prédéfini f(nz) propre au moteur, lequel facteur est proportionnel au moment d'inertie du moteur, lorsque nz cylindres sont actifs, étant enregistré dans l'appareil de diagnostic d'atelier (7) et/ou dans l'appareil de commande de moteur (1).
  8. Produit-programme informatique comprenant un code de programme informatique, de telle sorte que, lorsque le code de programme informatique est exécuté sur un dispositif (7, 1) programmable correspondant, en particulier sur un appareil de diagnostic d'atelier (7) et/ou un appareil de commande de moteur (1), ce dispositif met en oeuvre un procédé selon l'une quelconque des revendications 1 à 6.
EP14730478.6A 2013-06-26 2014-05-30 Procédé de détermination de la quantité absolue de carburant injectée dans un moteur à combustion interne et système associé Active EP3014093B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013212334.5A DE102013212334A1 (de) 2013-06-26 2013-06-26 Verfahren zur Ermittlung der absoluten Einspritzmenge bei einem Verbrennungsmotor sowie Anordnung hierfür
PCT/EP2014/061233 WO2014206684A1 (fr) 2013-06-26 2014-05-30 Procédé de détermination de la quantité absolue de carburant injectée dans un moteur à combustion interne et système associé

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EP3014093A1 EP3014093A1 (fr) 2016-05-04
EP3014093B1 true EP3014093B1 (fr) 2019-01-30

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US (1) US9915216B2 (fr)
EP (1) EP3014093B1 (fr)
CN (1) CN105339635B (fr)
DE (1) DE102013212334A1 (fr)
WO (1) WO2014206684A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102016226132A1 (de) 2016-12-23 2018-06-28 Robert Bosch Gmbh Verfahren zum Ermitteln einer Einspritzmenge eines Injektors
GB2563914B (en) * 2017-06-29 2021-12-08 Perkins Engines Co Ltd Engine monitoring

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EP0463537B1 (fr) * 1990-06-29 1997-07-16 Günter Dr.-Ing. Nobis Procédé de mesure hors banc de caractéristiques de moteurs à combustion et de chacun de leur cylindres, et dispositif mettant en oeuvre ce procédé
JP3852303B2 (ja) * 2001-02-05 2006-11-29 トヨタ自動車株式会社 多気筒内燃機関の制御装置
DE10257686A1 (de) * 2002-12-10 2004-07-15 Siemens Ag Verfahren zum Anpassen der Charakteristik eines Einspritzventils
DE102007010496A1 (de) 2007-03-05 2008-10-30 Robert Bosch Gmbh Diagnosefunktion für mehrzylindrige Einspritzverbrennungsmotoren
DE102010038630B4 (de) * 2010-07-29 2020-07-09 Man Energy Solutions Se Kalibrierverfahren für eine Brennkraftmaschine und gemäß diesem kalibrierbare Brennkraftmaschine
US8051704B2 (en) 2010-11-19 2011-11-08 Ford Global Technologies, Llc Method for diagnosing fuel injectors
JP5829954B2 (ja) * 2012-03-09 2015-12-09 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
JP5829953B2 (ja) * 2012-03-09 2015-12-09 トヨタ自動車株式会社 多気筒内燃機関の制御装置
JP6070346B2 (ja) * 2013-03-27 2017-02-01 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置および燃焼状態診断装置
CH707935A1 (de) * 2013-04-19 2014-10-31 Liebherr Machines Bulle Sa Steuerung für ein Common-Rail-Einspritzsystem.
JP6176192B2 (ja) * 2014-06-20 2017-08-09 トヨタ自動車株式会社 車両の制御装置

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CN105339635B (zh) 2018-10-19
DE102013212334A1 (de) 2014-12-31
US20160369732A1 (en) 2016-12-22
US9915216B2 (en) 2018-03-13
WO2014206684A1 (fr) 2014-12-31
CN105339635A (zh) 2016-02-17
EP3014093A1 (fr) 2016-05-04

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