EP1180591A2 - Méthode et dispositif de commande et/ou de régulation du fonctionnement d'un moteur à combustion interne - Google Patents

Méthode et dispositif de commande et/ou de régulation du fonctionnement d'un moteur à combustion interne Download PDF

Info

Publication number: EP1180591A2
Authority: EP; European Patent Office
Prior art keywords: filling; value; rlhfm; intake manifold; rldss
Prior art date: 2000-08-19
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.): Granted

Application number

EP01119026A

Other languages

German (de)

English (en)

Other versions

EP1180591B1 (fr

EP1180591A3 (fr

Inventor

Ernst Wild

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Robert Bosch GmbH

Original Assignee

Robert Bosch GmbH

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

2000-08-19

Filing date

2001-08-07

Publication date

2002-02-20

2001-08-07 Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH

2002-02-20 Publication of EP1180591A2 publication Critical patent/EP1180591A2/fr

2003-02-05 Publication of EP1180591A3 publication Critical patent/EP1180591A3/fr

2007-01-17 Application granted granted Critical

2007-01-17 Publication of EP1180591B1 publication Critical patent/EP1180591B1/fr

2021-08-07 Anticipated expiration legal-status Critical

Status Expired - Lifetime legal-status Critical Current

Images

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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
- 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
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
- 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
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components

Definitions

the present invention relates to a method for Operating an internal combustion engine, in particular for a Motor vehicle, in which air through an intake pipe at least is fed to a combustion chamber and from which Air mass flow in the intake pipe a value for the filling of the Combustion chamber is determined.
the signals corresponding to the air mass flow are at a stationary operating state of the internal combustion engine very precisely, in an unsteady operating state, so with a dynamic behavior of the internal combustion engine however, such high accuracy is not always present. This leads to the transient operating state incorrect stipulations of the injected Amount of fuel and / or the ignition timing, which the Fuel consumption increases and the emissions behavior of the Internal combustion engine deteriorated.
Another disadvantage of the known method occurs its use on an internal combustion engine with a turbocharger revealed: If a throttle valve is present in the intake pipe closed, opens a generally existing one Air recirculation valve, which causes air to flow towards the sensor which detects the air mass flow in the intake pipe.
the Air recirculation valve is used to remove too much from the compressor transported air back to a position in front of the compressor to leave behind. The air mass flow recorded in this way however, no longer exactly corresponds to that up to air mass flow reaching the combustion chamber, so that the accordingly determined filling value not the corresponds to actual circumstances.
the Dynamic of the fill signal can be reproduced correctly.
the stationary accuracy corresponds to one such filling signal not always the posed Conditions.
Intake manifold pressure based determination of the filling of the Combustion chamber in those increasingly used today Internal combustion engines with gasoline direct injection only difficult to realize. With such "unthrottled"
internal combustion engines are very many Components for optimal control of the filling of the Combustion chamber of the internal combustion engine installed. To this Components include e.g. throttle, Cargo movement hatches, adjustable inlet and Exhaust camshafts, exhaust gas recirculation etc. each of these Components changed the relationship between the im Intake pipe of the internal combustion engine prevailing pressure and the air filling in the combustion chamber.
the present invention therefore has the task of a To further develop methods of the type mentioned at the beginning that with him on the one hand in the steady operating state of the Internal combustion engine, but also in one unsteady, dynamic state of the internal combustion engine very precise values for the air filling of the combustion chamber can be determined.
This task is carried out in the process mentioned at the beginning solved that additionally from the intake manifold pressure Determined value for the filling of the combustion chamber, the Difference between intake manifold pressure filling value and Air mass flow charge value formed and at least one Factor used in determining both filling values is varied so that the difference between the two Fill values becomes approximately zero.
a characteristic curve can be used.
a multiplicative factor e.g. e.g. a straight slope to vary.
multiplicative factor in the case of a Straight line equation of the slope, on the filling values the greater the pressure in the intake manifold.
multiplicative factor at high intake manifold pressure preferably at an intake manifold pressure above 500 hPa, is varied.
multiplicative factor is varied.
this would correspond to an offset. Its influence on the calculation of the filling values increases with decreasing intake manifold pressure. Therefore it is special advantageous if the additive factor at low Intake manifold pressure, preferably at an intake manifold pressure below 500 hPa, is varied.
the signal from a hot wire air mass meter used for the determination of the air mass flow in the intake pipe preferably the signal from a hot wire air mass meter used. This delivers primarily in the stationary state highly accurate signals.
the intake manifold pressure filling value is easiest on the Based on a signal from a pressure sensor, the preferably arranged downstream of a throttle valve is. This position of the pressure sensor has in particular Internal combustion engines with turbocharger advantages.
the present invention also relates to a Computer program which is used to carry out the above Procedure is appropriate if it is on a computer is performed. It is particularly advantageous if that Computer program on a memory, in particular on a Flash memory that is stored.
the present invention further relates to a control and / or Control device for operating a Internal combustion engine, in particular for a motor vehicle, at the air through an intake pipe of at least one combustion chamber is supplied with means for determining a value for the filling of the combustion chamber from the air mass flow in Intake manifold.
the tax and / or Control device additional means for determining a Value for the filling of the combustion chamber from the pressure in the Has intake pipe and includes means that make the difference from intake manifold pressure filling value and air mass flow filling value form and the at least one at the Determination of both filling values used factor so that vary the difference between the two Fill values becomes approximately zero.
an internal combustion engine carries this overall Reference numeral 10. It comprises a combustion chamber 12, the over an intake pipe 14 air is supplied. The exhaust gases are derived from the combustion chamber 12 via an exhaust pipe 16.
a turbine 18 is arranged in the exhaust line 16 is mechanically connected to a compressor 20. This is in turn arranged in the intake pipe 14 and compresses the air supplied to the combustion chamber 12. Upstream from Compressor 20 branches from the intake pipe 14 a recirculation line 22, which with the interposition of a valve 24 downstream of the compressor 20 again into the intake pipe 14 empties.
Throttle valve 26 arranged by an actuator 28th is moved.
the valve 24 and the recirculation line serve to do so, with the throttle valve 26 closed again to leave a place in front of the compressor 20.
Fuel is supplied to the combustion chamber 12 via injection valves 30 fed. From an ignition 32 are not in the figure illustrated spark plugs powered.
the operation of the internal combustion engine 10 is controlled by a Control and regulating device 34 controlled or regulated, the output side with the servomotor 28, the Injector 30 and the ignition 32 is connected.
the control and regulating device 34 receives on the input side Signals from a hot wire air mass meter 36 which in the Intake pipe 14 is arranged upstream of the compressor 20 is. Furthermore, the control and regulating device 34 Signals from an actuator 38 of the throttle valve 26, from one between throttle valve 26 and combustion chamber 12 arranged pressure sensor 40 and from a speed sensor 42 supplied, which taps the speed of a crankshaft 44.
the internal combustion engine 10 shown in Fig. 1 is after operated a process in the form of a Computer program on a flash memory (not shown) in the control and regulating device 34 is saved.
the method is now based on FIG. 2 explains:
a start block 46 is in a first branch of Procedure shown in Fig. 2 on the left is in a block 48 an air mass flow mshfm from the Signal of the hot wire air mass meter 36 determined.
a conversion factor is generated in block 50 consist of a constant F (block 49) and that of Speed sensor 42 calculated engine speed calculated.
the Air mass flow mshfm divided by the factor umrln results in a block 52 related to a standard filling relative filling mass rlroh.
the difference between the relative filling mass rlroh and the relative air filling rlhfm calculated.
the value for the relative air charge rlhfm corresponds to the first pass of in FIG. 2 method shown a fixed starting value, otherwise the in a previous run of the Relative method determined in a block 56 Air filling rlhfm. On block 56 and determining the relative air filling rlhfm is still below received.
the difference determined in block 54 becomes in block 58 processed in an integrator and into an intake manifold pressure converted to psmod.
This is in turn the block 62 Partial pressure of the residual gas in the combustion chamber pirg (Block 60) subtracted, resulting in partial intake manifold pressure psphfm leads.
This partial pressure is already in the above Block 56 mentioned with one provided in block 64 multiplicative factor fupsrl, resulting in the said relative air filling rlhfm results.
the relative air filling rlhfm so it is about Filling the combustion chamber 12 of the internal combustion engine 10, which from the air mass flow mshfm (block 48) in Intake pipe 14 is determined.
the partial pressure pspdss in the intake pipe 14 determines that of the intake manifold pressure obtained from the pressure sensor 40 psdss the partial pressure pirg of the residual gas in the combustion chamber 12 is subtracted.
This step corresponds to that in Block 62 performed method step, the calculation here on the intake manifold pressure determined by the pressure sensor 40 psdss is based, whereas ultimately they are in block 62 from the on the basis of the air mass flow mshfm modeled intake manifold pressure psmod results.
a relative becomes in block 68 Air filling rldss by multiplying the intake manifold partial pressure pspdss with the conversion factor fupsrl (Block 64) calculated.
a decision block 72 queries whether the intake manifold pressure psdss measured by the pressure sensor 40 is larger as one provided in a read-only memory 74 Limit G is.
the limit value G is typically in Range of 500 hPa. Is the answer in Decision block 72 "yes" is in an integrator block 76 the conversion factor fupsrl is corrected so that in a subsequent run of the in Fig. 2nd illustrated method that determined in block 70 Difference ⁇ hfmdss becomes smaller.
Block 70 determined difference ⁇ hfmdss between the air mass-based relative air filling rlhfm and the Intake manifold pressure-based relative air filling rldss to zero becomes.
the procedure can be checked by the Hot wire air mass meter 36 signal artificial delayed and at the same time the signal of the pressure sensor 40 artificially adulterated. After a short time The process will settle if the process works original quality of the filling signal rlhfm or rldss restored. This can be done by measuring in the exhaust gas (lambda) can be found.

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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)

EP20010119026 2000-08-19 2001-08-07 Méthode et dispositif de commande et/ou de régulation du fonctionnement d'un moteur à combustion interne Expired - Lifetime EP1180591B1 (fr)

Applications Claiming Priority (2)

Application Number	Priority Date	Filing Date	Title
DE10040764		2000-08-19
DE2000140764 DE10040764A1 (de)	2000-08-19	2000-08-19	Verfahren, Computerprogramm und Steuer- und/oder Regeleinrichtung zum Betreiben einer Brennkraftmaschine

Publications (3)

Publication Number	Publication Date
EP1180591A2 true EP1180591A2 (fr)	2002-02-20
EP1180591A3 EP1180591A3 (fr)	2003-02-05
EP1180591B1 EP1180591B1 (fr)	2007-01-17

Family

ID=7653112

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP20010119026 Expired - Lifetime EP1180591B1 (fr)	2000-08-19	2001-08-07	Méthode et dispositif de commande et/ou de régulation du fonctionnement d'un moteur à combustion interne

Country Status (2)

Country	Link
EP (1)	EP1180591B1 (fr)
DE (2)	DE10040764A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE102010052644A1 (de)	2010-11-29	2012-05-31	Audi Ag	Verfahren zum Betreiben einer Brennkraftmaschine, Steuerelement, Brennkraftmaschine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
EP0326065A2 (fr) *	1988-01-29	1989-08-02	Hitachi, Ltd.	Commande d'injection de carburant pour moteur
EP0663516A2 (fr) *	1993-12-14	1995-07-19	Hitachi, Ltd.	Appareil et méthode de surveillance de défaillance d'un système d'alimentation d'air secondaire pour un moteur à combustion interne
DE4422184A1 (de) *	1994-06-24	1996-01-04	Bayerische Motoren Werke Ag	Steuergerät für Kraftfahrzeuge mit einer Recheneinheit zur Berechnung der in einen Zylinder der Brennkraftmaschine strömenden Luftmasse

2000
- 2000-08-19 DE DE2000140764 patent/DE10040764A1/de not_active Withdrawn
2001
- 2001-08-07 DE DE50111883T patent/DE50111883D1/de not_active Expired - Lifetime
- 2001-08-07 EP EP20010119026 patent/EP1180591B1/fr not_active Expired - Lifetime

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
EP0326065A2 (fr) *	1988-01-29	1989-08-02	Hitachi, Ltd.	Commande d'injection de carburant pour moteur
EP0663516A2 (fr) *	1993-12-14	1995-07-19	Hitachi, Ltd.	Appareil et méthode de surveillance de défaillance d'un système d'alimentation d'air secondaire pour un moteur à combustion interne
DE4422184A1 (de) *	1994-06-24	1996-01-04	Bayerische Motoren Werke Ag	Steuergerät für Kraftfahrzeuge mit einer Recheneinheit zur Berechnung der in einen Zylinder der Brennkraftmaschine strömenden Luftmasse

Also Published As

Publication number	Publication date
EP1180591B1 (fr)	2007-01-17
EP1180591A3 (fr)	2003-02-05
DE50111883D1 (de)	2007-03-08
DE10040764A1 (de)	2002-02-28

Publication	Publication Date	Title
DE2849554C2 (de)	1987-05-14	Einrichtung zum Festlegen der Zusammensetzung des Gas-Inhalts von Zylindern bei Brennkraftmaschinen
DE102007028900B4 (de)	2013-06-27	Verfahren und Vorrichtung zur Diagnose eines mit einer Kraftstoffverteilerleiste in Verbindung stehenden Einspritzventils einer Brennkraftmaschine
EP0084037B2 (fr)	1991-04-10	Dispositif de commande de la pression d'alimentation d'un moteur a combustion suralimente
WO2007048676A1 (fr)	2007-05-03	Procede pour faire fonctionner un moteur a combustion interne
WO2009059931A1 (fr)	2009-05-14	Procédé et dispositif pour déterminer un réglage à optimisation des vibrations d'un dispositif d'injection
DE3020131A1 (de)	1980-12-04	Vorrichtung zur luftdurchsatzsteuerung bei einem brennkraftmotor
DE102004004490A1 (de)	2005-08-18	Verfahren zum Betreiben einer Brennkraftmaschine mit mindestens zwei Abgasturboladern
EP2148070A2 (fr)	2010-01-27	Procédé destiné à la détermination de la masse de carburant injectée lors d'une injection unique et dispositif destiné à la réalisation du procédé
DE102014217560B3 (de)	2015-11-12	Verfahren und Vorrichtung zur Verbesserung der in den Zylindern einer Brennkraftmaschine erfolgenden Verbrennungsvorgänge
DE4007557A1 (de)	1990-09-20	Treibstoffregler fuer verbrennungsmotor
WO2006069853A1 (fr)	2006-07-06	Procede de fonctionnement d'un moteur a combustion interne
DE102006040743A1 (de)	2008-03-06	Verfahren zum Betreiben einer Brennkraftmaschine
DE102004052429B4 (de)	2016-12-08	Einspritzsteuergerät für eine Kraftmaschine
EP1789665B1 (fr)	2008-08-06	Procede pour determiner sur la base de modeles la masse d'air frais entrant dans la chambre de combustion du cylindre d'un moteur a combustion interne pendant une phase d'aspiration
EP1264227A1 (fr)	2002-12-11	Procede et dispositif de determination d'un debit-masse via une vanne de reglage, et de determination d'une pression modelisee au collecteur d'admission
EP1481153B1 (fr)	2012-05-02	Procede de commande d'un moteur a combustion interne
DE102007042577B3 (de)	2009-04-02	Verfahren zum Regeln eines Verbrennungsvorganges und Steuergerät
DE102005022691A1 (de)	2006-11-23	Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
EP2173995A1 (fr)	2010-04-14	Procede de determination de la masse de carburant injecte lors d'une pre-injection
DE102004038733A1 (de)	2006-02-23	Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE4022704C2 (de)	1994-07-07	System zur Steuerung des Zündzeitpunkts einer Brennkraftmaschine
DE10303573B4 (de)	2011-02-24	Verfahren, Computerprogramm, Speichermedium und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine insbesondere für ein Kraftfahrzeug
DE102006061683A1 (de)	2008-07-03	Verfahren zur Bestimmung der eingespritzten Kraftstoffmenge
DE10317120B4 (de)	2006-11-23	System und Verfahren zum Ermitteln eines Restgasgehaltes in einem Brennraum eines Verbrennungsmotors
EP1180591B1 (fr)	2007-01-17	Méthode et dispositif de commande et/ou de régulation du fonctionnement d'un moteur à combustion interne

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