EP0839998A2 - Method for adjusting the full load injection quantity of a diesel engine - Google Patents

Method for adjusting the full load injection quantity of a diesel engine Download PDF

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Publication number
EP0839998A2
EP0839998A2 EP97118792A EP97118792A EP0839998A2 EP 0839998 A2 EP0839998 A2 EP 0839998A2 EP 97118792 A EP97118792 A EP 97118792A EP 97118792 A EP97118792 A EP 97118792A EP 0839998 A2 EP0839998 A2 EP 0839998A2
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Prior art keywords
injection quantity
full
phase
load injection
load
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Granted
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EP97118792A
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German (de)
French (fr)
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EP0839998B1 (en
EP0839998A3 (en
Inventor
Wolfram Schmid
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Mercedes Benz Group AG
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DaimlerChrysler AG
Daimler Benz AG
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
    • 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

Definitions

  • the invention relates to a method for regulating the full-load injection quantity of a diesel internal combustion engine.
  • DE-OS 26 50 247 describes a method for limiting the maximum permissible fuel delivery quantity of the fuel pump of a diesel engine equipped with a mechanical speed regulator.
  • a limited full load delivery rate assigned to the respective speed should be derived from a full load delivery rate map.
  • the second operating variable is the air mass supplied to the engine. The charge air pressure is used as the second operating variable for supercharged diesel engines.
  • the method described there is intended to utilize the engine to the power limit even in transient operation, which in internal combustion engines represents the transition from a low load state to a higher load state, and thus the most favorable acceleration values can be achieved.
  • a method for controlling the injection quantity for an Otto engine is known from US Pat. No. 4,655,186. The method described there serves to prevent the mixture from being too lean under high loads. Leaning of the mixture in Otto engines is a physical consequence of the transient state that occurs when accelerating from a low load. A mixture thinning leads to an increase in the exhaust gas temperatures, which can lead to damage to the catalytic converter under certain circumstances.
  • DE 37 00 401 C2 describes a mixture control device for feedback control of the air / fuel ratio of an internal combustion engine, which is normally operated with a lean mixture.
  • a control is provided that the change in the air / fuel ratio temporarily exceeds an amount caused by the change in a setpoint.
  • the invention is therefore based on the object of providing a method which contributes to improving the driving dynamics of a diesel internal combustion engine with simple means without the need for additional devices.
  • the combustion chamber temperature depends on the engine load. Therefore, at low loads, e.g. at idle, the combustion chamber walls are relatively cold. The temporary excess is only possible due to the cold combustion chamber walls of the diesel engine, which are present at low loads. In the case of warm or hot combustion chamber walls, such as are present when the engine is under a high load, the excess would lead to the critical temperature of the combustion chamber walls being exceeded.
  • the method according to the invention is therefore used only when accelerating from an unloaded or slightly loaded state or in an unsteady state.
  • the abscissa is formed from the time t and the full-load injection quantity supplied to a diesel engine represents the ordinate.
  • the course of the full-load injection quantity shown there represents the state of the art in diesel engines or supercharged diesel engines. Accordingly, the method is divided into two phases, the full-load injection quantity being limited in a first, time-limited phase by a boost pressure-dependent quantity limitation or a smoke map. This smoke map is calculated depending on the engine speed and the air mass calculated from the charge pressure and the charge temperature per work cycle.
  • the full-load injection quantity increases up to a full-load injection quantity in the steady state, at which the engine just reaches the limit of the mechanical load in continuous operation.
  • the method After reaching the full-load injection quantity, the method goes into phase 2, in which the stationary full-load injection quantity is kept constant.
  • the full-load injection quantity is plotted over time, analogously to FIG. 1.
  • the course over time is divided into three phases, the maximum full-load injection quantity being increased in the first, unsteady-state phase over the full-load injection quantity in the steady state.
  • phase 2 an excess quantity is supplied to the diesel internal combustion engine for a limited time.
  • the increase in the full-load injection quantity to an excess quantity is regulated by a control device which detects the presence of an unsteady state by reaching or exceeding various internal arithmetic variables, e.g. Recognizes speed gradients or load gradients.
  • Phase 3 represents phase 2 described in FIG. 1 with the constant full-load injection quantity in the steady state.
  • the measure of increasing the full-load injection quantity in the unsteady state increases the torque of the diesel internal combustion engine, which is reflected in shortened acceleration times, in particular when accelerating from low-load conditions.

Abstract

The Diesel engine has a set full load injection volume when stationary, which is used when accelerating from no-load/low-load condition. In a first unsteady phase, the fuel load volume is increased from its stationary level to an excess level. In a second time-limited phase, the volume is maintained on the excess level, and reduced to the stationary level at the end of this phase. In a third phase, the full load volume, at stationary level, is supplied to the Diesel engine in the conventional manner. The phase are controlled by a computer, using internal engine calculations.

Description

Die Erfindung betrifft ein Verfahren zur Regelung der Vollasteinspritzmenge einer Dieselbrennkraftmaschine.The invention relates to a method for regulating the full-load injection quantity of a diesel internal combustion engine.

In der DE-OS 26 50 247 ist ein Verfahren zur Begrenzung der höchstzulässigen Kraftstoffördermenge der mit einem mechanischen Drehzahlregler ausgestatteten Kraftstoffpumpe eines Dieselmotors beschrieben. Dabei soll zur optimalen Ausnutzung der Motorleistung eine der jeweiligen Drehzahl zugeordnete begrenzte Volllastfördermenge aus einem Vollastfördermengenkennfeld abgeleitet werden. Als zweite Betriebsgröße neben der Drehzahl dient dabei die dem Motor zugeführte Luftmasse. Für aufgeladene Dieselmotoren wird als zweite Betriebsgröße der Ladeluftdruck verwendet.DE-OS 26 50 247 describes a method for limiting the maximum permissible fuel delivery quantity of the fuel pump of a diesel engine equipped with a mechanical speed regulator. In this case, in order to optimally utilize the engine power, a limited full load delivery rate assigned to the respective speed should be derived from a full load delivery rate map. In addition to the speed, the second operating variable is the air mass supplied to the engine. The charge air pressure is used as the second operating variable for supercharged diesel engines.

Durch das dort beschriebene Verfahren soll der Motor auch im instationären Betrieb, welcher bei Brennkraftmaschinen den Übergang von einem niedrigen Lastzustand in einen höheren Lastzustand darstellt, bis an die Leistungsgrenze ausgenutzt und somit die günstigsten Beschleunigungswerte erzielt werden können.The method described there is intended to utilize the engine to the power limit even in transient operation, which in internal combustion engines represents the transition from a low load state to a higher load state, and thus the most favorable acceleration values can be achieved.

Auf diesen instationären Betrieb folgt anschließend ein gleichbleibender, stationärer Betrieb.This unsteady operation is then followed by constant, stationary operation.

Die bei diesem Verfahren getroffenen Maßnahmen sind jedoch sehr kompliziert und können darüber hinaus ihre Aufgabe der optimalen Ausnutzung des Dieselmotors im instationären Betrieb nicht vollständig erfüllen.However, the measures taken in this method are very complicated and, moreover, cannot fully fulfill their task of optimally utilizing the diesel engine in transient operation.

Aus der US-PS 4,655,186 ist ein Verfahren zur Steuerung der Einspritzmenge für eine Otto-Brennkraftmaschine bekannt. Das dort beschriebene Verfahren dient dazu, bei hoher Belastung kein zu mageres Gemisch zu erhalten. Eine Abmagerung des Gemisches ist bei Otto-Motoren eine physikalische Folge des instationären Zustandes, der beim Beschleunigen aus niedriger Belastung vorliegt. Eine Gemischabmagerung führt dabei zu einem Ansteigen der Abgastemperaturen, was unter Umständen zu einem Schaden am Abgaskatalysator führen kann.A method for controlling the injection quantity for an Otto engine is known from US Pat. No. 4,655,186. The method described there serves to prevent the mixture from being too lean under high loads. Leaning of the mixture in Otto engines is a physical consequence of the transient state that occurs when accelerating from a low load. A mixture thinning leads to an increase in the exhaust gas temperatures, which can lead to damage to the catalytic converter under certain circumstances.

Als Gegenmaßnahme zu der Gemischabmagerung wird gemäß dem dort beschriebenen Verfahren eine größere Benzinmenge und damit ein überfettetes Gemisch eingespritzt. Das Verfahren ist nur bei einem Otto-Motor anwendbar, da bei einem Dieselmotor andere Voraussetzungen bezüglich des thermodynamischen Gleichgewichts der Brennkraftmaschine herrschen. Darüber hinaus kann es nur in sehr engen Grenzen angewendet werden, da bei einer zu starken Überfettung des Gemisches die Zündfähigkeit nicht mehr gegeben ist. Eine Leistungs- bzw. Drehmomenterhöhung, welche zu einem besseren Beschleunigungsvermögen führt, ist mit dem dort beschriebenen Verfahren nur in sehr geringem Maße erreichbar.As a countermeasure to the mixture thinning, a larger amount of gasoline and thus an over-greased mixture is injected according to the method described there. The method can only be used with an Otto engine, since with a diesel engine there are other requirements with regard to the thermodynamic balance of the internal combustion engine. In addition, it can only be used within very narrow limits, since the mixture is no longer ignitable if the mixture is excessively over-greased. An increase in power or torque, which leads to better acceleration, can only be achieved to a very small extent with the method described there.

Weiterhin beschreibt die DE 37 00 401 C2 eine Gemischregelvorrichtung zur Rückkopplungs-Regelung des Luft/Brennstoff-Verhältnisses einer Brennkraftmaschine, welche normalerweise mit einem mageren Gemisch betrieben wird. Dabei ist zum Erreichen eines gewünschten Ansprechverhaltens bei niedriger Emission von Nox auch bei Übergangszuständen der Brennkraftmaschine eine derartige Steuerung vorgesehen, daß die Änderung des Luft/Brennstoff-Verhältnisses vorübergehend über einen durch die Änderung eines Sollwertes bedingten Betrag hinausgeht.Furthermore, DE 37 00 401 C2 describes a mixture control device for feedback control of the air / fuel ratio of an internal combustion engine, which is normally operated with a lean mixture. In order to achieve a desired response behavior with low emission of No x even in transition states of the internal combustion engine, such a control is provided that the change in the air / fuel ratio temporarily exceeds an amount caused by the change in a setpoint.

Dazu werden jedoch komplizierte mechanische Einrichtungen benötigt, welche außerdem keine exakte Steuerung zulassen. Außerdem kann mit der dort beschriebenen Vorrichtung eine Drehmoment- bzw. Leistungserhöhung nicht erreicht werden.However, this requires complicated mechanical devices, which also do not allow exact control. In addition, an increase in torque or power cannot be achieved with the device described there.

Der Erfindung liegt deshalb die Aufgabe zugrunde, ein Verfahren zu schaffen, welches mit einfachen Mitteln ohne notwendige Zusatzeinrichtungen zur Verbesserung der Fahrdynamik einer Dieselbrennkraftmaschine beiträgt.The invention is therefore based on the object of providing a method which contributes to improving the driving dynamics of a diesel internal combustion engine with simple means without the need for additional devices.

Erfindungsgemäß wird diese Aufgabe durch die in Anspruch 1 genannten Merkmale gelöst.According to the invention, this object is achieved by the features mentioned in claim 1.

Durch die Zugabe einer Übermenge im instationären Betrieb, welche der Dieselbrennkraftmaschine am Ende der ersten und in der zweiten Phase des erfindungsgemäßen Verfahrens zugeführt wird, wird die Gasannahme sowie das Drehmoment und damit auch die Fahrdynamik erheblich verbessert. Dies äußert sich insbesondere in kürzeren Beschleunigungszeiten auch aus niedrigen Drehzahlen.By adding an excess in transient operation, which is supplied to the diesel internal combustion engine at the end of the first and in the second phase of the method according to the invention, the throttle response and the torque and thus also the driving dynamics are considerably improved. This is particularly evident in shorter ones Acceleration times even from low speeds.

Vorteilhaft ist weiterhin, daß zur Durchführung des erfindungsgemäßen Verfahrens keine zusätzlichen Einrichtungen benötigt werden und es somit in einfacher Weise durchgeführt werden kann.It is also advantageous that no additional devices are required to carry out the method according to the invention and it can therefore be carried out in a simple manner.

Bei Dieselmotoren ist die Brennraumtemperatur vom Lastzustand des Motors abhängig. Deshalb sind bei niedriger Belastung, wie z.B. im Leerlauf, die Brennraumwände relativ kalt. Die zeitlich begrenzte Übermenge ist nur aufgrund der kalten Brennraumwände der Dieselbrennkraftmaschine, die bei geringer Last vorliegen, möglich. Bei warmen bzw. heißen Brennraumwänden, wie sie im stark belasteten Zustand des Motors vorliegen, würde die Übermenge zu einem Überschreiten der kritischen Temperatur der Brennraumwände führen. Deshalb wird das erfindungsgemäße Verfahren lediglich bei einer Beschleunigung aus einem unbelasteten oder wenig belasteten Zustand bzw. in einem instationären Betrieb angewandt.In the case of diesel engines, the combustion chamber temperature depends on the engine load. Therefore, at low loads, e.g. at idle, the combustion chamber walls are relatively cold. The temporary excess is only possible due to the cold combustion chamber walls of the diesel engine, which are present at low loads. In the case of warm or hot combustion chamber walls, such as are present when the engine is under a high load, the excess would lead to the critical temperature of the combustion chamber walls being exceeded. The method according to the invention is therefore used only when accelerating from an unloaded or slightly loaded state or in an unsteady state.

Vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen und aus dem nachfolgend anhand der Zeichnung prinzipmäßig beschriebenen Ausführungsbeispiel.Advantageous refinements and developments of the invention result from the subclaims and from the exemplary embodiment described in principle below with reference to the drawing.

Es zeigt:

Fig. 1
ein Diagramm des Verlaufs der Vollasteinspritzmenge über der Zeit gemäß aus dem Stand der Technik bekannten Dieselmotoren; und
Fig. 2
ein Diagramm des Verlaufs der Vollasteinspritzmenge über der Zeit nach dem erfindungsgemäßen Verfahren.
It shows:
Fig. 1
a diagram of the course of the full-load injection quantity over time according to diesel engines known from the prior art; and
Fig. 2
a diagram of the course of the full-load injection quantity over time according to the inventive method.

Fig. 1 zeigt ein Diagramm, bei welchem die Abszisse von der Zeit t gebildet wird und die einer Dieselbrennkraftmaschine zugeführte Vollasteinspritzmenge die Ordinate darstellt. Der dort gezeigte Verlauf der Vollasteinspritzmenge stellt den Stand der Technik bei Dieselmotoren bzw. aufgeladenen Dieselmotoren dar. Demnach ist das Verfahren in zwei Phasen eingeteilt, wobei in einer ersten, zeitlich begrenzten Phase die Vollasteinspritzmenge durch eine ladedruckabhängige Mengenbegrenzung bzw. ein Rauchkennfeld begrenzt wird. Dieses Rauchkennfeld wird in Abhängigkeit der Motordrehzahl und der aus dem Ladedruck und der Ladetemperatur berechneten Luftmasse je Arbeitsspiel berechnet. Die Vollasteinspritzmenge steigt dabei bis zu einer Vollasteinspritzmenge im stationären Zustand, bei welcher der Motor im Dauerbetrieb gerade die Grenze der mechanischen Belastung erreicht.1 shows a diagram in which the abscissa is formed from the time t and the full-load injection quantity supplied to a diesel engine represents the ordinate. The course of the full-load injection quantity shown there represents the state of the art in diesel engines or supercharged diesel engines. Accordingly, the method is divided into two phases, the full-load injection quantity being limited in a first, time-limited phase by a boost pressure-dependent quantity limitation or a smoke map. This smoke map is calculated depending on the engine speed and the air mass calculated from the charge pressure and the charge temperature per work cycle. The full-load injection quantity increases up to a full-load injection quantity in the steady state, at which the engine just reaches the limit of the mechanical load in continuous operation.

Nach Erreichen der Vollasteinspritzmenge geht das Verfahren in die Phase 2 über, in welcher die stationäre Vollasteinspritzmenge konstant gehalten wird.After reaching the full-load injection quantity, the method goes into phase 2, in which the stationary full-load injection quantity is kept constant.

Gemäß Fig. 2 ist analog zu Fig. 1 die Vollasteinspritzmenge über der Zeit aufgetragen. Der zeitliche Verlauf ist dabei in drei Phasen eingeteilt, wobei in der ersten, instationären Phase die maximale Vollasteinspritzmenge über die Vollasteinspritzmenge im stationären Zustand erhöht wird. In Phase 2 wird der Dieselbrennkraftmaschine zeitlich begrenzt eine Übermenge zugeführt. Am Ende dieser Phase wird die Übermenge auf die bereits in Fig. 1 beschriebene Vollasteinspritzmenge im stationären Zustand reduziert.According to FIG. 2, the full-load injection quantity is plotted over time, analogously to FIG. 1. The course over time is divided into three phases, the maximum full-load injection quantity being increased in the first, unsteady-state phase over the full-load injection quantity in the steady state. In phase 2, an excess quantity is supplied to the diesel internal combustion engine for a limited time. At the end of this phase, the excess reduced to the full-load injection quantity in the steady state already described in FIG. 1.

Die Erhöhung der Vollasteinspritzmenge auf eine Übermenge wird durch ein Regelgerät geregelt, welches das Vorliegen eines instationären Zustands durch Erreichen bzw. Überschreiten verschiedener interner Rechengrößen, wie z.B. Drehzahlgradienten oder Lastgradienten erkennt.The increase in the full-load injection quantity to an excess quantity is regulated by a control device which detects the presence of an unsteady state by reaching or exceeding various internal arithmetic variables, e.g. Recognizes speed gradients or load gradients.

Phase 3 stellt die in Fig. 1 beschriebene Phase 2 mit der konstanten Vollasteinspritzmenge im stationären Zustand dar.Phase 3 represents phase 2 described in FIG. 1 with the constant full-load injection quantity in the steady state.

Durch die Maßnahme der Erhöhung der Vollasteinspritzmenge im instationären Zustand wird das Drehmoment der Dieselbrennkraftmaschine erhöht, was sich in verkürzten Beschleunigungszeiten, insbesondere bei der Beschleunigung aus niedrig belasteten Zuständen, niederschlägt.The measure of increasing the full-load injection quantity in the unsteady state increases the torque of the diesel internal combustion engine, which is reflected in shortened acceleration times, in particular when accelerating from low-load conditions.

Claims (2)

Verfahren zur Regelung der Vollasteinspritzmenge einer Dieselbrennkraftmaschine mit einer festgelegten Vollasteinspritzmenge im stationären Zustand, mit folgenden Phasen: 1.1 eine erste, instationäre Phase, in der die Vollasteinspritzmenge über die Vollasteinspritzmenge im stationären Zustand auf eine Übermenge erhöht wird. 1.2 eine zweite, zeitlich begrenzte Phase, in welcher die Vollasteinspritzmenge auf dem Niveau der Übermenge gehalten und am Ende dieser Phase auf die Vollasteinspritzmenge im stationären Zustand reduziert wird. 1.3 eine dritte Phase, in der in bekannter Weise der Dieselbrennkraftmaschine die Vollasteinspritzmenge im stationären Zustand zugeführt wird. Method for controlling the full-load injection quantity of a diesel internal combustion engine with a fixed full-load injection quantity in the stationary state, with the following phases: 1.1 a first, unsteady phase in which the full-load injection quantity is increased to an excess over the full-load injection quantity in the steady state. 1.2 a second, time-limited phase in which the full-load injection quantity is kept at the level of the excess quantity and is reduced to the full-load injection quantity in the steady state at the end of this phase. 1.3 a third phase, in which the full-load injection quantity is supplied to the diesel internal combustion engine in a known manner in the stationary state. Verfahren nach Anspruch 1,
dadurch gekennzeichnet, daß
die Phasen von einem Regelgerät mit Hilfe von internen Rechengrößen der Dieselbrennkraftmaschine geregelt werden.Method according to claim 1,
characterized in that
the phases are regulated by a control device with the aid of internal calculation variables of the diesel internal combustion engine.
EP97118792A 1996-11-04 1997-10-29 Method for adjusting the full load injection quantity of a diesel engine Expired - Lifetime EP0839998B1 (en)

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Application Number Priority Date Filing Date Title
DE19645389A DE19645389C1 (en) 1996-11-04 1996-11-04 Method for regulating the full-load injection quantity of a diesel internal combustion engine
DE19645389 1996-11-04

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EP0839998A2 true EP0839998A2 (en) 1998-05-06
EP0839998A3 EP0839998A3 (en) 1999-12-15
EP0839998B1 EP0839998B1 (en) 2002-11-27

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EP (1) EP0839998B1 (en)
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EP0922845A3 (en) * 1997-12-09 2000-10-18 Toyota Jidosha Kabushiki Kaisha Injection quantity control apparatus of diesel engine and method

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DE19848166A1 (en) * 1998-10-20 2000-04-27 Bayerische Motoren Werke Ag Internal combustion engine control method involves selecting rail pressure during acceleration so small or negative rail pressure gradient is followed by increasingly greater gradient
EP1065364B1 (en) * 1999-07-01 2004-09-29 Ford Motor Company Limited Engine management system with torque limit override means
DE19934833A1 (en) * 1999-07-24 2001-01-25 Bosch Gmbh Robert Method for controlling a common rail injection system
JP4089456B2 (en) * 2003-02-12 2008-05-28 株式会社デンソー Engine control device
JP2008215241A (en) * 2007-03-06 2008-09-18 Toyota Motor Corp Internal combustion engine control device

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JP2680092B2 (en) * 1988-05-07 1997-11-19 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング Control of a supercharged internal combustion engine
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US4643151A (en) * 1985-01-08 1987-02-17 Hitachi, Ltd. Fuel control apparatus for an internal combustion engine
US5009210A (en) * 1986-01-10 1991-04-23 Nissan Motor Co., Ltd. Air/fuel ratio feedback control system for lean combustion engine
EP0768456A2 (en) * 1995-10-11 1997-04-16 Robert Bosch Gmbh Method and apparatus for controlling an internal combustion engine
DE19540061C1 (en) * 1995-10-27 1996-10-02 Daimler Benz Ag Controlling motor vehicle diesel engine with fuel injection amount limited

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922845A3 (en) * 1997-12-09 2000-10-18 Toyota Jidosha Kabushiki Kaisha Injection quantity control apparatus of diesel engine and method

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EP0839998B1 (en) 2002-11-27
DE19645389C1 (en) 1998-03-26
US5894829A (en) 1999-04-20
DE59708814D1 (en) 2003-01-09
BR9705411A (en) 1999-09-28
MX9708477A (en) 1998-08-30
EP0839998A3 (en) 1999-12-15

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