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WO2004051065A1 - Method for controlling a fuel measuring system of an internal combustion engine - Google Patents

Method for controlling a fuel measuring system of an internal combustion engine Download PDF

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Publication number
WO2004051065A1
WO2004051065A1 PCT/DE2003/003560 DE0303560W WO2004051065A1 WO 2004051065 A1 WO2004051065 A1 WO 2004051065A1 DE 0303560 W DE0303560 W DE 0303560W WO 2004051065 A1 WO2004051065 A1 WO 2004051065A1
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WO
WIPO (PCT)
Prior art keywords
injection
correction
injector
injectors
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2003/003560
Other languages
German (de)
French (fr)
Inventor
Patrick Mattes
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Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2004051065A1 publication Critical patent/WO2004051065A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02D41/2487—Methods for rewriting
    • F02D41/249—Methods for preventing the loss of data
    • 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
    • F02D41/401—Controlling injection timing
    • 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
    • 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
    • F02D41/247—Behaviour for small quantities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/151—Digital data processing using one central computing unit with means for compensating the variation of the characteristics of the engine or of a sensor, e.g. by ageing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1514—Digital data processing using one central computing unit with means for optimising the use of registers or of memories, e.g. interpolation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for controlling a fuel metering system of an internal combustion engine according to the preamble of claim 1.
  • a method for controlling a fuel metering system of an internal combustion engine is evident, for example, from DE 199 45 618 AI.
  • the minimum activation period during which fuel is being injected is determined in certain operating states. Starting from a start value, the activation duration is increased or decreased for this. The activation period at which a change in a signal characterizing the injection occurs is stored as the minimum activation period.
  • a system and a method for correcting the injection behavior of injectors emerges from the unpublished DE 102 15 610, in which an injector quantity comparison is carried out in several test points, preferably in 4 test points, namely for pre-injection in idle mode, at the emission point and in full load mode, in order to increase the product output is made.
  • a quantity map is the relationship between the injection quantity, rail pressure and actuation time. As a result, despite the electrically defined control each individual injector fills the combustion chamber with different amounts of fuel.
  • the injectors may only have very small tolerances with regard to the injection quantity during operation. These required small tolerances cannot be met due to the mechanical manufacturing tolerances.
  • the injectors are measured for their injection quantity at characteristic operating points or test points after production and classified into classes.
  • the respective class must be known to the engine control unit during operation of the internal combustion engine, so that the control can be adapted to the special characteristics of the class in an injector-specific manner.
  • the class information is stored on the injector, for example by different coding, such as barcode, by resistors on the injector or by plain text on the injector.
  • control unit can read these values from the injector via an interface and use them in subsequent operation.
  • the object of the invention is therefore to develop a method for controlling a fuel metering system of an internal combustion engine of the type described at the outset in such a way that changes in the injection behavior, e.g. Injection quantity drifts are taken into account and future, narrower exhaust gas limit values can be maintained.
  • the basic idea of the invention is to vary the start of injection of the injection in addition to the variation of the injection duration. Extensive tests by the applicant have shown that it is not only an increasing decrease in the injection quantity that occurs with a predetermined activation duration of the injectors. Rather, there is a shift in the start of injection to later over the life of the injection. It has been shown that the reduction in the injection quantity and the shift in the start of injection are interrelated. This behavior is particularly evident in common rail injectors.
  • the invention is based on this knowledge and not only extends the injection duration, but also shifts the start of injection earlier.
  • the times by which the start of injection is shifted earlier i.e. the start of injection correction, depending on the values of the extension of the injection duration, i.e. determined depending on the control correction.
  • the time by which the start of injection is postponed earlier, the start of injection correction is selected to be essentially half as long as the trigger duration correction, ie the time by which the injection duration is extended.
  • This value takes into account the ratio of the size of the outlet throttle to the size of the inlet throttle of injectors customary today for internal combustion engines.
  • an advantageous embodiment of the method provides that the trigger duration correction and the start of injection correction are determined in continuous runs of the injectors.
  • control duration correction and the start of injection correction are preferably stored in at least one map. This means that they can be easily called up later at any time during operation.
  • FIG. 1 shows a schematic illustration of part of a common rail system known from the prior art, in which the method according to the invention is used;
  • FIG. 1 shows the high-pressure part of a common rail accumulator injection system, only the main components and those components which are essential for understanding the present invention being explained in more detail below.
  • the arrangement comprises a high-pressure pump 10, which is connected to the high-pressure accumulator ("rail") 14 via a high-pressure line 12.
  • the high-pressure accumulator 14 is connected to injectors 18 via further high-pressure lines.
  • a high-pressure line 16 and an injector 18 are shown.
  • the injector 18 is installed in an internal combustion engine of a motor vehicle.
  • the system shown is controlled by an engine control unit 20.
  • the injector 18 is controlled by the engine control unit 20.
  • a device 22 for storing information which relates individually to the injector 18 is provided on the injector 18.
  • the information which is stored in the device 22 can be taken into account by the engine control unit 20, so that each injector 18 can be controlled individually.
  • the information is preferably correction values for the quantity map of the injector 18.
  • the device 22 for storing the information can be used, for example, as a data memory or as one or more electrical resistors, as a barcode, by means of alphanumeric encryption or the like, or else by means of a integrated semiconductor circuit arranged on the injector 18 can be realized.
  • the engine control unit 20 can also have an integrated semiconductor circuit for evaluating the information stored in the device 22.
  • the injection quantity metered by each injector 18 is determined as a function of the rail pressure in a map stored in the engine control unit 20, the map being determined on the basis of several test points (pre-injection, idling, emission point, full load) which correspond to different operating states of the internal combustion engine , At these test points, a quantity comparison is carried out in a manner known per se and emerging from DE 102 15 610.
  • the A- Injection quantity is determined by the injection duration of the injector 18, that is to say the time which elapses between the start of injection and the end of injection.
  • the adjustment values are interpolated between the support points defined by the test points.
  • a quantity drift can now be observed over the service life of the injectors 18 in such a way that the injection quantity originally determined by determining the start of injection and the injection duration changes over the service life of the injectors 18.
  • the injection quantity injected at a predetermined actuation duration changes.
  • the same main injection quantity is achieved for an injector that has a running time of 100 or 450 operating hours as that of an injector that has 0 operating hours.
  • FIG. 3 shows the control voltage, the line pressure and the injection curve over time.
  • the curve shown in Figure 3 shows the opening and closing of the injector.
  • the injector opens at about 0.1 ms and closes again at 0.6 ms. This results in an injection curve shown in the bottom curve, which in turn leads to a line pressure which is shown in the middle curve.
  • the start of injection of the injectors shifts to later times. Compensation takes place in that the start of injection by control unit 20 is shifted to earlier times. As shown in FIG.
  • the ratio of the prolongation of the injection duration (control duration correction) to the shifting of the start of injection earlier (injection start correction) is essentially determined by the design of the injector.
  • the curve profiles shown in FIG. 2 and FIG. 3 were measured on known common rail injectors for diesel internal combustion engines.
  • Such measurements can be used to create a correction map, with the aid of which the start of injection correction can be determined on the basis of the determined actuation duration correction.
  • the correction map can also be determined by determining the actuation duration correction and the start of injection correction at the aforementioned four test points idling, pre-injection, emission point and full load of the injector quantity comparison and concluding the entire map on the basis of interpolations and extrapolations.

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

Abstract

The invention relates to a method for controlling a fuel measuring system of an internal combustion engine, whereby a control period of at least one electrically actuatable injector is established. Said method is characterised in that a drift of the quantity of fuel to be injected, which occurs over the running period of the at least one injector, is compensated by extending the injection period, and in addition to the extension of the injection period, the beginning of the injection process is brought forward.

Description

Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer BrennkraftmaschineMethod for controlling a fuel metering system of an internal combustion engine

Stand der TechnikState of the art

Die Erfindung betrifft ein Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine nach dem Oberbegriff des Anspruchs 1.The invention relates to a method for controlling a fuel metering system of an internal combustion engine according to the preamble of claim 1.

Ein Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine geht beispielsweise aus der DE 199 45 618 AI hervor. Bei diesem Verfahren wird in bestimmten Betriebszuständen die Mindestansteuerdauer ermittelt, bei der gerade Kraftstoff eingespritzt wird. Ausgehend von einem Startwert wird hierzu die Ansteuerdauer erhöht oder verringert. Die Ansteuerdauer, bei der eine Änderung eines die Einspritzung charakterisierenden Signals auftritt, wird als Mindestansteuerdauer gespeichert.A method for controlling a fuel metering system of an internal combustion engine is evident, for example, from DE 199 45 618 AI. With this method, the minimum activation period during which fuel is being injected is determined in certain operating states. Starting from a start value, the activation duration is increased or decreased for this. The activation period at which a change in a signal characterizing the injection occurs is stored as the minimum activation period.

Aus der nicht vorveröffentlichten DE 102 15 610 geht ein System und ein Verfahren zum Korrigieren des Einspritzverhaltens von Injektoren hervor bei dem zur Steigerung der Gutausbringung ein Injektormengenabgleich in mehreren Prüfpunkten, vorzugsweise in 4 Prüfpunkten, nämlich bei der Voreinspritzung im Leerlaufbetrieb, am Emissionspunkt und im Vollastbetrieb vorgenommen wird.A system and a method for correcting the injection behavior of injectors emerges from the unpublished DE 102 15 610, in which an injector quantity comparison is carried out in several test points, preferably in 4 test points, namely for pre-injection in idle mode, at the emission point and in full load mode, in order to increase the product output is made.

Dieser Injektormengenabgleich ist erforderlich, da derartige Injektoren aufgrund ihrer mechanischen Fertigungstoleranzen unterschiedliche Mengenkennfelder besitzen. Unter einem Mengenkennfeld ist die Beziehung zwischen Einspritzmenge, Rail-Druck und Ansteuerzeit zu verstehen. Dies hat zur Folge, daß trotz elektrisch definierter Steuerung jeder einzelne Injektor den Verbrennungsraum mit unterschiedlichen Kraftstoffmengen füllt.This injector quantity comparison is necessary because such injectors have different quantity characteristics due to their mechanical manufacturing tolerances. A quantity map is the relationship between the injection quantity, rail pressure and actuation time. As a result, despite the electrically defined control each individual injector fills the combustion chamber with different amounts of fuel.

Um nämlich einen möglichst geringen Kraftstoffverbrauch unter Einhaltung strenger Abgasnormen zu erreichen, dürfen die Injektoren im Betrieb nur sehr geringe Toleranzen im Hinblick auf die Einspritzmenge aufweisen. Diese geforderten geringen Toleranzen können aufgrund der mechanischen Fertigungstoleranzen nicht eingehalten werden. Um dennoch eine definierte Einspritzmenge bei den Injektoren sicherzustellen, werden die Injektoren nach der Fertigung an charakteristischen Arbeitspunkten oder Prüfpunkten auf ihre Einspritzmenge vermessen und in Klassen eingeordnet. Die jeweilige Klasse muß im Betrieb der Brennkraftmaschine dem Motor-Steuergerät bekannt sein, so daß die Steuerung an die speziellen Merkmale der Klasse injektorspezifisch angepaßt werden kann. Die Klasseninformationen werden auf dem Injektor gespeichert, beispielsweise durch verschiedene Codierung, wie etwa Barcode, durch Widerstände am Injektor oder durch Klartext auf dem Injektor.In order to achieve the lowest possible fuel consumption while complying with strict exhaust gas standards, the injectors may only have very small tolerances with regard to the injection quantity during operation. These required small tolerances cannot be met due to the mechanical manufacturing tolerances. In order to nevertheless ensure a defined injection quantity for the injectors, the injectors are measured for their injection quantity at characteristic operating points or test points after production and classified into classes. The respective class must be known to the engine control unit during operation of the internal combustion engine, so that the control can be adapted to the special characteristics of the class in an injector-specific manner. The class information is stored on the injector, for example by different coding, such as barcode, by resistors on the injector or by plain text on the injector.

Darüber hinaus ist es möglich, daß in den Injektoren elektronische Speichermöglichkeiten vorgesehen sind, in welchen beispielsweise die Klasseninformation gespeichert ist. Das Steuergerät kann diese Werte über eine Schnittstelle aus dem Injektor auslesen und im Folgebetrieb nutzen.In addition, it is possible that electronic storage options are provided in the injectors, in which, for example, the class information is stored. The control unit can read these values from the injector via an interface and use them in subsequent operation.

Bei den hier betroffenen Injektoren, insbesondere bei Common-Rail-Injektoren ist nun über die Lebensdauer eine Mengendrift zu beobachten, die individuell bei jedem Injektor unterschiedlich ausgeprägt ist und beispielsweise vom Lastprofϊl oder vom Injektortyp abhängt. Diese Mengendrift wirkt sich nachteilig in bezug auf einen geringen Kraftstoffverbrauch, auf die Einhaltung strenger Abgasnormen wie auch nachteilig in bezug auf beispielsweise den Geräuschpegel der Brennkraftmaschine aus.With the injectors affected here, in particular with common rail injectors, a quantity drift can now be observed over the service life, which differs individually in each injector and depends, for example, on the load profile or the injector type. This quantity drift has a disadvantageous effect in terms of low fuel consumption, compliance with strict exhaust gas standards, and also disadvantageous in relation to, for example, the noise level of the internal combustion engine.

Durch die vorbeschriebenen Maßnahmen zur Korrektur der Einspritzmengen der Injektoren wird bereits eine deutliche Verbesserung des Geräuschpegels der Brennkraftmaschine, der Abgaswerte wie auch des Kraftstoffverbrauchs erzielt. Umfangreiche Versuchsreihen haben jedoch gezeigt, daß die hier betroffenen Injektoren, beispielsweise Common-Rail-Injektoren ihr Einspritzverhalten im Laufe der Zeit ändern und eine Einhaltung von in der Zukunft geforderten noch engeren Abgasgrenzwerten durch derartige Maßnahmen zur Kompensation des Einflusses von Mengendriften nicht möglich ist.The measures described above for correcting the injection quantities of the injectors already achieve a significant improvement in the noise level of the internal combustion engine, the exhaust gas values and the fuel consumption. However, extensive test series have shown that the injectors affected here, for example common rail injectors, change their injection behavior over time and compliance of even tighter exhaust gas limit values required in the future by such measures to compensate for the influence of volume drifts is not possible.

Aufgabe der ErfindungObject of the invention

Aufgabe der Erfindung ist es daher ein Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine der eingangs beschriebenen Art so weiterzubilden, daß auch laufdauerbedingte Änderungen des Einspritzverhaltens, z.B. Einspritzmengendrifts berücksichtigt werden und so zukünftige engere Abgasgrenzwerte eingehalten werden können.The object of the invention is therefore to develop a method for controlling a fuel metering system of an internal combustion engine of the type described at the outset in such a way that changes in the injection behavior, e.g. Injection quantity drifts are taken into account and future, narrower exhaust gas limit values can be maintained.

Darstellung der ErfindungPresentation of the invention

Diese Aufgabe wird durch ein Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine mit den Merkmalen des Anspruchs 1 gelöst.This object is achieved by a method for controlling a fuel metering system of an internal combustion engine with the features of claim 1.

Grundgedanke der Erfindung ist es, zusätzlich zur Variation der Einspritzdauer auch den Einspritzbeginn der Einspritzung zu variieren. Umfangreiche Versuche der Anmelderin haben nämlich gezeigt, daß nicht nur eine zunehmende Abnahme der Einspritzmenge bei einer vorgegebenen Ansteuerdauer der Injektoren auftritt. Es tritt vielmehr über deren Lebensdauer auch eine Verschiebung des Einspritzbeginns nach später auf. Dabei hat es sich gezeigt, daß die Verminderung der Einspritzmenge und die Verschiebung des Einspritzbeginns in einem Zusammenhang zueinander stehen. Dieses Verhalten zeigen insbesondere Common-Rail-Injektoren.The basic idea of the invention is to vary the start of injection of the injection in addition to the variation of the injection duration. Extensive tests by the applicant have shown that it is not only an increasing decrease in the injection quantity that occurs with a predetermined activation duration of the injectors. Rather, there is a shift in the start of injection to later over the life of the injection. It has been shown that the reduction in the injection quantity and the shift in the start of injection are interrelated. This behavior is particularly evident in common rail injectors.

Die Erfindung geht von dieser Erkenntnis aus und verlängert nicht nur die Einspritzdauer, sondern verschiebt zusätzlich auch den Einspritzbeginn nach früher.The invention is based on this knowledge and not only extends the injection duration, but also shifts the start of injection earlier.

Vorzugsweise werden dabei die Zeiten, um die der Einspritzbeginn nach früher verschoben wird, d.h. die Spritzbeginnkorrektur, in Abhängigkeit von den Werten der Verlängerung der Einspritzdauer, d.h. in Abhängigkeit der Ansteuerkorrektur bestimmt.Preferably, the times by which the start of injection is shifted earlier, i.e. the start of injection correction, depending on the values of the extension of the injection duration, i.e. determined depending on the control correction.

Diese Bestimmung erfolgt auf der Basis von bauspezifischen Daten der Injektoren. Bei einer vorteilhaften Ausführungsform ist dabei vorgesehen, daß die Zeit, um die der Einspritzbeginn nach früher verschoben wird, die Spritzbeginnkorrektur, im wesentlichen halb so groß gewählt wird, wie die Ansteuerdauerkorrektur, d.h. die Zeit, um die die Einspritzdauer verlängert wird. Dieser Wert trägt dem Verhältnis der Größe der Ablaufdrossel zu der Größe der Zulaufdrossel heute üblicher Injektoren für Brennkraftmaschinen Rechnung.This determination is based on the construction-specific data of the injectors. In an advantageous embodiment, it is provided that the time by which the start of injection is postponed earlier, the start of injection correction, is selected to be essentially half as long as the trigger duration correction, ie the time by which the injection duration is extended. This value takes into account the ratio of the size of the outlet throttle to the size of the inlet throttle of injectors customary today for internal combustion engines.

Um die Werte der Verlängerung der Einspritzdauer bzw. der Verschiebung des Einspritz- beginns über die Lebensdauer der Injektoren zu ermitteln, sieht eine vorteilhafte Ausgestaltung des Verfahrens vor, daß die Ansteuerdauerkorrektur sowie Spritzbeginnkorrektur in Dauerläufen der Injektoren ermittelt werden.In order to determine the values of the extension of the injection duration or the shift of the start of injection over the life of the injectors, an advantageous embodiment of the method provides that the trigger duration correction and the start of injection correction are determined in continuous runs of the injectors.

Vorzugsweise werden die Ansteuerdauerkorrektur und die Spritzbeginnkorrektur in wenigstens einem Kennfeld gespeichert. Sie sind so später im Betrieb jederzeit leicht abrufbar.The control duration correction and the start of injection correction are preferably stored in at least one map. This means that they can be easily called up later at any time during operation.

Zeichnungdrawing

Weitere Vorteile und Merkmale der Erfindung sind Gegenstand der nachfolgenden Beschreibung sowie der zeichnerischen Darstellung einiger Ausführungsbeispiele.Further advantages and features of the invention are the subject of the following description and the drawing of some exemplary embodiments.

In der Zeichnung zeigen:The drawing shows:

Fig. 1 eine schematische Darstellung eines Teils eines aus dem Stand der Technik bekannten Common-Rail-Systems, bei dem das erfϊndungsgemäße Verfahren zur Anwendung kommt;1 shows a schematic illustration of part of a common rail system known from the prior art, in which the method according to the invention is used;

Fig.2 schematisch die Haupteinspritzmenge über der Ansteuerdauer eines Injektors und2 shows schematically the main injection quantity over the actuation period of an injector and

Fig.3 die Ansteuerspannung, der Leitungsdruck und der Einspritzverlauf eines Injektors über der Zeit. Beschreibung der Ausführungsbeispiele3 shows the control voltage, the line pressure and the injection curve of an injector over time. Description of the embodiments

In Fig. 1 ist der Hochdruckteil eines Common-Rail-Speichereinspritzsystems dargestellt, wobei im folgenden lediglich die Hauptkomponenten und solche Komponenten näher erläutert werden, welche für das Verständnis vorliegender Erfindung wesentlich sind.1 shows the high-pressure part of a common rail accumulator injection system, only the main components and those components which are essential for understanding the present invention being explained in more detail below.

Die Anordnung umfaßt eine Hochdruckpumpe 10, welche über eine Hochdruckleitung 12 mit dem Hochdruckspeicher ("Rail") 14 in Verbindung steht. Der Hochdruckspeicher 14 ist über weitere Hochdruckleitungen mit Injektoren 18 verbunden. In der vorliegenden Darstellung sind eine Hochdruckleitung 16 und ein Injektor 18 gezeigt. Der Injektor 18 ist in eine Brennkraftmaschine eines Kraftfahrzeugs eingebaut. Das dargestellte System wird von einem Motor-Steuergerät 20 gesteuert. Durch das Motor-Steuergerät 20 erfolgt insbesondere eine Steuerung des Injektors 18.The arrangement comprises a high-pressure pump 10, which is connected to the high-pressure accumulator ("rail") 14 via a high-pressure line 12. The high-pressure accumulator 14 is connected to injectors 18 via further high-pressure lines. In the present illustration, a high-pressure line 16 and an injector 18 are shown. The injector 18 is installed in an internal combustion engine of a motor vehicle. The system shown is controlled by an engine control unit 20. In particular, the injector 18 is controlled by the engine control unit 20.

An dem Injektor 18 ist eine Einrichtung 22 zum Speichern von Informationen vorgesehen, welche sich individuell auf den Injektor 18 beziehen. Die Informationen, welche in der Einrichtung 22 gespeichert sind, können von dem Motor-Steuergerät 20 berücksichtigt werden, so daß eine individuelle Steuerung eines jeden Injektors 18 erfolgen kann. Vorzugsweise handelt es sich bei den Informationen um Korrekturwerte für das Mengen- kennfeld des Injektors 18. Die Einrichtung 22 zum Speichern der Informationen kann beispielsweise als Datenspeicher oder auch als einer oder mehrere elektrische Widerstände, als Barcode, durch alphanumerische Verschlüsselung oder dergleichen oder auch durch eine an dem Injektor 18 angeordnete integrierte Halbleiterschaltung realisiert sein. Das Motor-Steuergerät 20 kann ebenfalls eine integrierte Halbleiterschaltung zur Auswertung der in der Einrichtung 22 gespeicherten Informationen aufweisen.A device 22 for storing information which relates individually to the injector 18 is provided on the injector 18. The information which is stored in the device 22 can be taken into account by the engine control unit 20, so that each injector 18 can be controlled individually. The information is preferably correction values for the quantity map of the injector 18. The device 22 for storing the information can be used, for example, as a data memory or as one or more electrical resistors, as a barcode, by means of alphanumeric encryption or the like, or else by means of a integrated semiconductor circuit arranged on the injector 18 can be realized. The engine control unit 20 can also have an integrated semiconductor circuit for evaluating the information stored in the device 22.

Die von jedem Injektor 18 zugemessene Einspritzmenge ist in Abhängigkeit von dem Raildruck in einem in dem Motor-Steuergerät 20 gespeicherten Kennfeld festgelegt, wobei das Kennfeld aufgrund mehrerer Prüfpunkte (Voreinspritzung, Leerlauf, Emissionspunkt, Vollast), die unterschiedlichen Betriebszuständen der Brennkraftmaschine entsprechen, ermittelt wird. An diesen Prüfpunkten wird jeweils ein Mengenabgleich auf an sich bekannte und aus der DE 102 15 610 hervorgehende Weise vorgenommen. Die Ein- spritzmenge wird durch die Einspritzdauer des Injektors 18 bestimmt, das heißt die Zeit, die zwischen dem Einspritzbeginn und dem Einspritzende vergeht.The injection quantity metered by each injector 18 is determined as a function of the rail pressure in a map stored in the engine control unit 20, the map being determined on the basis of several test points (pre-injection, idling, emission point, full load) which correspond to different operating states of the internal combustion engine , At these test points, a quantity comparison is carried out in a manner known per se and emerging from DE 102 15 610. The A- Injection quantity is determined by the injection duration of the injector 18, that is to say the time which elapses between the start of injection and the end of injection.

Um eine Kraftstoffmengenzumessung im gesamten Betriebsbereich der Brennkraftmaschine und des Injektors 18 zu ermöglichen, werden die Abgleichwerte zwischen den durch die Prüfpunkte definierten Stützstellen interpoliert.In order to enable a fuel quantity metering in the entire operating range of the internal combustion engine and the injector 18, the adjustment values are interpolated between the support points defined by the test points.

Über die Lebensdauer der Injektoren 18 ist nun eine Mengendrift dahingehend zu beobachten, daß sich über die Lebensdauer der Injektoren 18 die ursprünglich durch Festlegung des Einspritzbeginns und der Einspritzdauer festgelegte Einspritzmenge verändert.A quantity drift can now be observed over the service life of the injectors 18 in such a way that the injection quantity originally determined by determining the start of injection and the injection duration changes over the service life of the injectors 18.

So ändert sich die bei einer vorgegebenen Ansteuerdauer eingespritzte Einspritzmenge. Wie beispielsweise aus Fig. 2, in welcher die Haupteinspritzmenge über der Ansteuerdauer eines Injektors über dessen Lebensdauer dargestellt ist, verringert sich die Haupteinspritzmenge mit zunehmender Lebensdauer des Injektors, eine Kompensation erfolgt nun beispielsweise bei einer Ansteuerdauer von 0,5 ms dadurch, daß die Ansteuerdauer t um ungefähr Δt = 80 μs verlängert wird. Durch diese Verlängerung wird bei einem Injektor, der eine Laufzeit von 100 oder auch 450 Betriebsstunden aufweist, die gleiche Haupteinspritzmenge erzielt wie bei einem Injektor der 0 Betriebssstunden Laufzeit aufweist.The injection quantity injected at a predetermined actuation duration changes. As is the case, for example, in FIG. 2, in which the main injection quantity is shown over the actuation period of an injector over its lifespan, the main injection quantity decreases with increasing lifespan of the injector; compensation now takes place, for example, with an actuation period of 0.5 ms in that the actuation period t is extended by approximately Δt = 80 μs. As a result of this extension, the same main injection quantity is achieved for an injector that has a running time of 100 or 450 operating hours as that of an injector that has 0 operating hours.

Mit der Verringerung der Haupteinspritzmenge, die durch eine Verlängerung der Ansteuerdauer kompensiert wird, ist nun mit zunehmender Laufdauer auch eine Verschiebung des Einspritzbeginns zu späteren Zeitpunkten hin zu beobachten. In Fig. 3 sind die Ansteuerspannung, der Leitungsdruck und der Einspritzverlauf über der Zeit dargestellt. Der in Fig.3 oben dargestellte Kurvenverlauf zeigt das Öffnen und Schließen des Injektors. Der Injektor wird etwa bei 0,1 ms geöffnet und bei 0,6 ms wieder geschlossen. Hierbei stellt sich ein in der untersten Kurve dargestellter Einspritzverlauf ein, welcher wiederum zu einem Leitungsdruck führt, der in der mittleren Kurve dargestellt ist. Mit zunehmender Lebensdauer des Injektors verschiebt sich der Einspritzbeginn der Injektoren hin zu späteren Zeitpunkten. Eine Kompensation erfolgt dadurch, daß der Einspritzbeginn durch das Steuergerät 20 zu früheren Zeitpunkten verschoben wird. Wie in Fig. 3 dargestellt, wird der Einspritzbeginn etwa um ungefähr 40 μs zu früheren Zeitpunkten hin verschoben (Δt = 40 μs). Dieser Wert entspricht im wesentlichen dem halben Wert der Verlängerung der Einspritzdauer. Das Verhältnis der Verlängerung der Einspritzdauer (Ansteuerdauerkorrektur) zu dem Verschieben des Einspritzbeginns nach früher (Spritzbeginnkorrektur) wird dabei im wesentlichen durch die Bauart des Injektors bestimmt. Die in Fig. 2 und Fig.3 dargestellten Kurvenverläufe wurden an an sich bekannten Common-Rail- Injektoren für Dieselbrennkraftmaschinen gemessen.With the reduction in the main injection quantity, which is compensated for by an increase in the actuation duration, a shift in the start of injection at later times can also be observed with increasing duration. 3 shows the control voltage, the line pressure and the injection curve over time. The curve shown in Figure 3 shows the opening and closing of the injector. The injector opens at about 0.1 ms and closes again at 0.6 ms. This results in an injection curve shown in the bottom curve, which in turn leads to a line pressure which is shown in the middle curve. As the life of the injector increases, the start of injection of the injectors shifts to later times. Compensation takes place in that the start of injection by control unit 20 is shifted to earlier times. As shown in FIG. 3, the start of injection is shifted approximately 40 μs earlier (Δt = 40 μs). This value corresponds essentially to half the value of the extension of the injection period. The ratio of the prolongation of the injection duration (control duration correction) to the shifting of the start of injection earlier (injection start correction) is essentially determined by the design of the injector. The curve profiles shown in FIG. 2 and FIG. 3 were measured on known common rail injectors for diesel internal combustion engines.

Durch eine systematische Auswertung von Dauerläufen kann mit derartigen Messungen ein Korrekturkennfeld erstellt werden, mit dessen Hilfe aufgrund der ermittelten Ansteuerdauerkorrektur die Spritzbeginnkorrektur ermittelt werden kann.Through a systematic evaluation of endurance runs, such measurements can be used to create a correction map, with the aid of which the start of injection correction can be determined on the basis of the determined actuation duration correction.

Das Korrekturkennfeld kann rein prinzipiell auch dadurch ermittelt werden, daß an den vorerwähnten vier Prüfpunkten Leerlauf, Voreinspritzung, Emissionspunkt und Vollast des Injektormengenabgleichs die Ansteuerdauerkorrektur sowie die Spritzbeginnkorrektur ermittelt werden und aufgrund von Interpolationen und Extrapolationen auf das gesamte Kennfeld geschlossen wird. In principle, the correction map can also be determined by determining the actuation duration correction and the start of injection correction at the aforementioned four test points idling, pre-injection, emission point and full load of the injector quantity comparison and concluding the entire map on the basis of interpolations and extrapolations.

Claims

Patentansprüche claims 1. Verfahren zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine, bei dem eine Ansteuerdauer wenigstens eines elektrisch betätigten Injektors die einzuspritzende Kraftstoffmenge festlegt, dadurch gekennzeichnet, daß eine über die Laufzeit des wenigstens einen Injektors auftretende Drift der einzuspritzenden Kraftstoffmenge durch Verlängerung der Einspritzdauer kompensiert wird und daß zusätzlich zur Verlängerung der Einspritzdauer der Einspritzbeginn der Einspritzung nach früher verschoben wird.1. A method for controlling a fuel metering system of an internal combustion engine, in which a control period of at least one electrically operated injector defines the amount of fuel to be injected, characterized in that a drift of the amount of fuel to be injected over the running time of the at least one injector is compensated for by extending the injection period and in addition in order to extend the injection period, the start of injection of the injection is postponed earlier. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Zeit, um die der Einspritzbeginn nach früher verschoben wird (Spritzbeginnkorrektur), in Abhängigkeit von der Zeit der Verlängerung der Einspritzdauer (Ansteuerdauerkorrektur) bestimmt wird.2. The method according to claim 1, characterized in that the time by which the start of injection is postponed earlier (start of injection correction) is determined as a function of the time of the extension of the injection duration (control duration correction). 3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß die Spritzbeginnkorrektur auf der Basis von bauspezifϊschen Daten des wenigstens einen Injektors bestimmt wird.3. The method according to claim 2, characterized in that the injection start correction is determined on the basis of construction-specific data of the at least one injector. 4. Verfahren nach Anspruch 2 oder 3, dadurch gekennzeichnet, daß die Spritzbeginnkorrektur im wesentlichen halb so groß gewählt wird wie die Ansteuerdauerkorrektur.4. The method according to claim 2 or 3, characterized in that the injection start correction is chosen to be substantially half as large as the control duration correction. 5. Verfahren nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die Ansteuerkorrektur sowie die Spritzbeginnkorrektur in Dauerläufen der Injektoren ermittelt werden. 5. The method according to any one of the preceding claims, characterized in that the control correction and the start of injection correction are determined in continuous runs of the injectors. 6. Verfahren nach einem der vorstehenden Ansprüchen, dadurch gekennzeichnet, daß die Ansteuerdauerkorrektur und die Spritzbeginnkorrektur in wenigstens einem Kennfeld gespeichert werden.6. The method according to any one of the preceding claims, characterized in that the drive duration correction and the start of injection correction are stored in at least one map. 7. Verfahren nach den Ansprüchen 1 bis 7, dadurch gekennzeichnet, daß als Injektoren Common-Rail-Injektoren verwendet werden. 7. The method according to claims 1 to 7, characterized in that common rail injectors are used as injectors.
PCT/DE2003/003560 2002-12-02 2003-10-27 Method for controlling a fuel measuring system of an internal combustion engine Ceased WO2004051065A1 (en)

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DE102004053266A1 (en) 2004-11-04 2006-05-11 Robert Bosch Gmbh Apparatus and method for correcting the injection behavior of an injector
DE102007018627B4 (en) * 2007-04-19 2009-08-06 Continental Automotive France Method and device for calibrating actuators for internal combustion engines
DE102008024546B3 (en) * 2008-05-21 2010-01-07 Continental Automotive Gmbh Method for injector-specific adjustment of the injection time of motor vehicles
US9249743B2 (en) * 2011-03-18 2016-02-02 International Engine Intellectual Property Company, Llc Injector nozzle coking compensation strategy
DE102012216456A1 (en) 2012-09-14 2014-03-20 Robert Bosch Gmbh Method for providing fuel injection characteristic of fuel injector of common rail injector, involves forming actual fuel-injection characteristic by molding nominal fuel-injection characteristic
DE102014222543A1 (en) * 2014-11-05 2016-05-12 Robert Bosch Gmbh Method for controlling injectors in an internal combustion engine

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US5771861A (en) * 1996-07-01 1998-06-30 Cummins Engine Company, Inc. Apparatus and method for accurately controlling fuel injection flow rate
WO2003031787A1 (en) * 2001-09-27 2003-04-17 Robert Bosch Gmbh Method, computer program, and control and/or regulating device for operating an internal combustion engine, and corresponding internal combustion engine

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