Method for operating an internal combustion engine and electronic control unit for an internal combustion engine

Abstract

A method for operating an internal combustion engine is provided in which fuel is withdrawn from a high-pressure accumulator and injected into a combustion chamber of at least one cylinder of the internal combustion engine, the method including the steps of detecting under conditions of angular synchronism a pressure of the fuel in the high-pressure accumulator during a first injection into the at least one cylinder and during a later, second injection into the at least one cylinder; ascertaining a gradient of the detected pressure; ascertaining a frequency-transformed spectrum of the detected pressure and a frequency-transformed spectrum of the ascertained gradient; correcting the frequency-transformed spectrum of the detected pressure by the frequency-transformed spectrum of the ascertained gradient; and ascertaining a cylinder-individual injection quantity of fuel, which was injected into the at least one cylinder, from the corrected frequency-transformed spectrum of the detected pressure.

Claims

1. A method for operating an internal combustion engine in which fuel is withdrawn from a high-pressure accumulator and injected into a combustion chamber of at least one cylinder of the internal combustion engine, the method comprising: detecting, under conditions of angular synchronism, a pressure of the fuel in the high-pressure accumulator during a first injection into the at least one cylinder and during a later, second injection into the at least one cylinder; ascertaining a gradient of the detected pressure; ascertaining a frequency-transformed spectrum of the detected pressure and a frequency-transformed spectrum of the ascertained gradient; correcting the frequency-transformed spectrum of the detected pressure by the frequency-transformed spectrum of the ascertained gradient; ascertaining a cylinder-individual injection quantity of the fuel, which was injected into the at least one cylinder, from the corrected frequency-transformed spectrum of the detected pressure; and controlling a further injection into the at least one cylinder based on the ascertained cylinder-individual injection quantity.

2. The method as recited in claim 1, wherein the gradient is ascertained by modeling a pressure change between the first injection and the second injection with the aid of a linear function.

3. The method as recited in claim 1, wherein a first group of pressure values is taken into consideration in a first evaluation window for the first injection and a second group of pressure values is taken into consideration in a second evaluation window for the second injection when ascertaining the gradient.

4. The method as recited in claim 3, wherein the first group and/or the second group includes one pressure value or multiple pressure values.

5. The method as recited in claim 3, wherein the pressure increases over a detection period and the gradient is adapted to the first group of pressure values and to the second group of pressure values as a linearly ascending straight line.

6. The method as recited in claim 3, wherein the first group of pressure values is selected at a beginning of the first evaluation window and/or the second group of pressure values is selected at a beginning of the second evaluation window.

7. The method as recited in claim 1, wherein the correcting includes forming a difference between the frequency-transformed spectrum of the detected pressure and the frequency-transformed spectrum of the ascertained gradient.

8. An electronic control unit for an internal combustion engine in which fuel is withdrawn from a high-pressure accumulator and injected into a combustion chamber of at least one cylinder of the internal combustion engine, the electronic control unit configured to: detect, under conditions of angular synchronism, a pressure of the fuel in the high-pressure accumulator during a first injection into the at least one cylinder and during a later, second injection into the at least one cylinder; ascertain a gradient of the detected pressure; ascertain a frequency-transformed spectrum of the detected pressure and a frequency-transformed spectrum of the ascertained gradient; correct the frequency-transformed spectrum of the detected pressure by the frequency-transformed spectrum of the ascertained gradient; ascertain a cylinder-individual injection quantity of the fuel, which was injected into the at least one cylinder, from the corrected frequency-transformed spectrum of the detected pressure; and control a further injection into the at least one cylinder based on the ascertained cylinder-individual injection quantity.

9. A non-transitory machine-readable memory medium on which is stored a computer program for operating an internal combustion engine in which fuel is withdrawn from a high-pressure accumulator and injected into a combustion chamber of at least one cylinder of the internal combustion engine, the computer program, when executed by a processor, causing the processor to perform: detecting, under conditions of angular synchronism, a pressure of the fuel in the high-pressure accumulator during a first injection into the at least one cylinder and during a later, second injection into the at least one cylinder; ascertaining a gradient of the detected pressure; ascertaining a frequency-transformed spectrum of the detected pressure and a frequency-transformed spectrum of the ascertained gradient; correcting the frequency-transformed spectrum of the detected pressure by the frequency-transformed spectrum of the ascertained gradient; ascertaining a cylinder-individual injection quantity of the fuel, which was injected into the at least one cylinder, from the corrected frequency-transformed spectrum of the detected pressure; and controlling a further injection into the at least one cylinder based on the ascertained cylinder-individual injection quantity.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Preferred specific embodiments of the present invention are explained in greater detail below on the basis of the figures.

(2) FIG. 1 shows a schematic view of an internal combustion engine including a fuel injection in the form of a common-rail system according to one exemplary embodiment of the present invention.

(3) FIG. 2 shows a schematic representation of an electronic control unit for the internal combustion engine in FIG. 1 according to one exemplary embodiment.

(4) FIG. 3 shows a schematic flow chart of a method according to one exemplary embodiment which is carried out by the electronic control unit in FIG. 2.

(5) FIG. 4 shows a schematic diagram which illustrates the ascertainment of the gradient from the detected pressure values with the aid of the method shown in FIG. 3.

(6) FIG. 5 shows schematic diagrams which show an implementation of the method in FIG. 3 compared to an operation of the internal combustion engine in FIG. 1 without the use of the method in FIG. 3.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

(7) A six-cylinder internal combustion engine 10 of a diesel motor vehicle includes a fuel injection 12 which is designed as a common-rail system. Fuel injection 12 is configured to withdraw fuel in the form of diesel from a high-pressure accumulator 14 of fuel injection 12 and to inject same into a combustion chamber 15 of cylinders 16 of internal combustion engine 10 with the aid of assigned injectors 18. For the sake of clarity, only one combustion chamber 15, one cylinder 16, and one injector 18 are provided with a reference numeral.

(8) Fuel injection 12 includes a fuel tank 20 which is connected downstream from a fuel delivery pump 22, which is designed as a low-pressure pump, via a corresponding supply line 24. Fuel delivery pump 22 is connected via a pressure control valve 26 in feed line 24 to a high-pressure pump 28 which, in turn, is in fluid connection with high-pressure accumulator 14. The fuel is feedable from high-pressure accumulator 14 to identically designed injectors 18 which are configured to meter the fuel into particular combustion chambers 15 of assigned cylinders 16 which are connected to different injectors 18 in each case. High-pressure accumulator 14 and each injector 18 are connected to fuel tank 20 via a discharge line 30.

(9) In each cylinder 16, a piston (not shown) is provided which is used to compress the free volume of combustion chamber 15 of cylinder 16 and whose movement is used to drive internal combustion engine 10 using a crankshaft (not shown) of internal combustion engine 10.

(10) An electronic control unit 32 according to one exemplary embodiment is configured to activate each injector 18 via an assigned control signal in the form of an activating current in such a way that it opens at a certain opening point in time and closes at a certain closing point in time. The activation period of injector 18 results from the activating current. Control unit 32 is furthermore configured to control a pressure control valve 34, which is situated at high-pressure accumulator 14, and a metering unit 36, which is provided in high-pressure pump 28. It is also possible that common-rail system 12 only includes pressure control valve 34 or metering unit 36. A pressure sensor 38, which is situated at high-pressure accumulator 14, is configured to continuously measure an instantaneous pressure of the fuel in high-pressure accumulator 14 under conditions of angular synchronism. For this purpose, pressure sensor 38 is feedable with voltage by electronic control unit 32 and is configured to output pressure measuring signals which are detected as a function of a rotation angle of the crankshaft, i.e. of the crankshaft angle, to control unit 32. Electronic control unit 32 may, for example, be designed as an electronic engine controller or be a component thereof.

(11) Electronic control unit 32 shown in FIG. 2 includes a first unit 40 which determines for pressure values measured under conditions of angular synchronism with the aid of sensor 38 a first and a second evaluation window for a first injection and for a second injection of the fuel with the aid of one of injectors 18 into assigned cylinder 16 and selects a first group of pressure values and a second group of pressure values in the evaluation window assigned to the first injection and to the second injection. Each of the two groups may, for example, include one or multiple point(s) at the beginning of each evaluation window prior to a pressure drop. An output signal of unit 40 which indicates pressure values Pi and their assigned angle values i as pairs {Pi; i} is feedable to a unit 42 which is configured to ascertain a linear gradient of the measured pressure from the pressure values and assigned angle values of the two groups. For this purpose, unit 42 is configured to model a straight line to the pressure values of the first group and to the pressure values of the second group. A functional parameter of the straight line is crankshaft angle cp. Unit 42 is furthermore configured to convert the modeled straight line into discrete pressure values as a function of the angle. An output signal of unit 42 which indicates the ascertained gradient in the form of the discrete pressure values as a function of the crankshaft angle is feedable to a unit 44 which is configured to form a frequency-transformed gradient spectrum from the discrete points of the converted straight line.

(12) A unit 46 is configured to ascertain a frequency-transformed pressure spectrum DFT(P) from pressure values P detected with the aid of sensor 38. The output signal of unit 44 and the output signal of unit 46, which indicate the particular spectra, are fed to a unit 48 which is configured to subtract frequency-transformed gradient spectrum DFT(G) from frequency-transformed spectrum DFT(P) of the detected pressure to obtain a corrected frequency-transformed pressure spectrum DFT(P)_k. An output signal of unit 48, which indicates difference spectrum DFT(P)_k, is feedable to a unit 50 which is configured to ascertain injection quantity Q of the first injection and of the second injection taking into consideration a model, in that a phase and/or an amplitude of the corrected pressure spectrum in the case of injection frequency fE in the particular frequency-transformed evaluation window is ascertained taking into consideration an underlying model. The model sets injection quantity Q in relation with pressure P and a fluid temperature of the fuel and uses a characteristic map for computing the injection quantity from the ascertained values. Injection frequency fE is known. An output signal of unit 50, which corresponds to injection quantity Q, is feedable to a unit 52 which is configured to control activation period AD of injector 18. Injection quantity Q is used in this case as a reference variable for the control. An actual value of activation period AD_Actual is fed to unit 52 and a setpoint activation period AD_Setpoint is applied to injector 18 as a current.

(13) In one alternative implementation, electronic control unit 32 includes a processor and a memory of a conventional computer. In the memory, a computer program is stored which is configured to generate the output signal of unit 50 or 52. For better understanding, the method shown in FIG. 3 is described according to one exemplary embodiment for electronic control unit 32 shown in FIG. 2.

(14) When control unit 32 is operated, the pressure is detected under conditions of angular synchronism with the aid of sensor 38 in a method for operating internal combustion engine 10 in a first method step S0. In a further step S2, which is carried out by unit 40, the particular evaluation window is established for the first and the second injection and the group of pressure values is selected per evaluation window in each case. FIG. 4 illustrates this method step and shows a diagram in this regard whose x axis 54 shows crankshaft rotation angle and y axis 56 shows discrete pressure values P. A curve 58 shows the periodic pressure signal. At an operating point, pressure P may be detected for n injections all of which are taken into consideration in the method, even if the method is described only for two injections for the sake of simplicity. Evaluation windows Z1, Z2 each start shortly prior to a pressure drop in high-pressure accumulator 14 which is caused by the fact that the fuel is fed to considered injector 18. A group G1, G2, . . . , Gn of multiple pressure values is selected and averaged in each case at the beginning of each evaluation window Z1, Z2, . . . , Zn, so that an averaged pressure value P1, P2, . . . , Pn is ascertained in each case. In a further method step S4, which is carried out by unit 42, the gradient of the detected pressure is ascertained by adapting a straight line (curve 60) to points P1, P2. Straight line 60 is converted back into discrete pressure values. In a further method step S6, which is carried out by unit 44, a frequency-transformed gradient spectrum DFT(G) of ascertained gradient 60 is computed with the aid of a discrete Fourier transformation. In a further method step S8, which is carried out by unit 46, a frequency-transformed pressure spectrum DFT(P) is ascertained from the detected pressure (curve 58) with the aid of a discrete Fourier transformation. In a method step S10, which is carried out by unit 48, difference DFT(P)_k between frequency-transformed pressure spectrum DFT(P) and frequency-transformed gradient [spectrum] DFT(G) is ascertained. In a further method step S12, which is carried out by unit 50, cylinder-specific injection quantity Q is ascertained by ascertaining the phase and/or amplitude in the frequency-transformed pressure spectrum for injection frequency fE in each of likewise frequency-transformed evaluation windows Z1, Z2. In a further method step S12, which is carried out by unit 52, a control of activation period AD is carried out for injector 18 having ascertained injection quantity Q as the reference variable for injector 18. A current signal is output to injector 18 which represents a setpoint value for activation period AD_Setpoint of injector 18.

(15) FIG. 5 shows a section of measurements which are recorded on an engine test bench. The measurements show an IMR (injection mean rail) amplitude (curve 70) which indicates the spectrum portion (amplitude in the present case) of the frequency-transformed pressure profile for the camshaft frequency times 6 (since a 6-cylinder engine is described) in units of 1/10 bar (bar), a rotational speed n of internal combustion engine 10 in units of rotations per minute (rpm) (curve 72), a rail pressure P in high-pressure accumulator 14 (curve 74) in units of bar, a nominal injection quantity Qn (curve 76) in units of mg/stroke, which is to be expected in a new condition of injector 18, and injection quantity Q (curve 78), ascertained with the aid of the model, in units of mg/stroke as a function of time t in milliseconds. The left-hand side of FIG. 5 shows a computation of modeled injection quantity Q without the use of the method, while a right-hand side of FIG. 5 shows modeled injection quantity Q taking into consideration the method according to the present invention illustrated above. The compensation of the pressure gradient is particularly apparent in the range in which the pressure in high-pressure accumulator 14 drastically increases (by t=225 s). This range is marked by an oval. With the aid of the method according to the present invention, a significant improvement of the computed model injection quantity is achieved. While on the left-hand side of FIG. 5 significant deviations are apparent between nominal injection quantity Qn and ascertained model injection quantity Q in the case of strong pressure gradients, on the right-hand side of FIG. 5, model injection quantity Q nicely follows nominal injection quantity Qn.