Method and device for monitoring ice control unit

FIELD: engines and pumps.

SUBSTANCE: in testing ICE 3 operating conditions parameters of fuel 9 injection into engine cylinders are generated proceeding from required torque. Said parameters are used to estimate ICE actual torque Mist. For testing normal operating conditions of engine control unit actual torque Mist is analysed depending upon required torque.

EFFECT: control over engine functions irrespective of built-in multi-parameters performances.

8 cl, 3 dwg

 

The technical field to which the invention relates.

The present invention relates to a method and device for controlling a control unit of the internal combustion engine.

The level of technology

To control the correct functioning of the engine control unit issuing the parameters of injection into the cylinders to regulate the torque of the internal combustion engine, particularly a diesel engine, still provided a separate control device. A separate control unit on the basis of the granted input quantities, such as the desired torque specified by the driver or calculated by the control system, regardless of the engine control unit also calculates the injection parameters. On the basis of the control signals issued by the control unit of the engine on the valve nozzle, the engine control unit determines the injection parameters underlying motor control, and these parameters appropriately compared with the injection parameters, calculated in the control device. Depending on the result of the comparison set, does it work the engine control unit correctly or not.

To determine the injection parameters in the engine control unit, typically used from a few hundred to bore the channels at thousands of parameters and multivariate characteristics, stored in the memory of the engine control unit. Therefore, such multiparameter characteristics need to be put in the control device, so that it can similarly calculate the corresponding parameters of the injection. This corresponds to the amount of memory required in the control device. In addition, depending on the engine type multiparameter features in the engine control unit are adjusted according to the desirable qualities of the internal combustion engine according to the individual wishes of the customers, therefore, the control device is necessary, as the engine control unit, as appropriate to program or to provide access to the multivariate characteristics of any other way to determine the injection parameters to control the correct functioning of the engine control unit.

Therefore the implementation of such systems requires that the engine control unit and control unit are properly coordinated, but that means additional costs for implementing the control device for engine control unit.

Disclosure of inventions

Therefore, the present invention is the task of developing ways of controlling the engine control unit or control the CSOs device for engine control unit, implementing a control function that can be used independently implemented in the engine control unit multiparameter characteristics.

This problem is solved in the method of control of the engine control unit described in paragraph 1 of the claims, as well as in the control system engine control system in accordance with another independent claim.

Preferred embodiments of the invention are disclosed in dependent claims.

The first object of the invention is a method of verifying the correct functioning of the control unit of the internal combustion engine. Proposed in the invention the method is characterized by the fact that form the injection parameters are used to control injection of fuel into the cylinders of the internal combustion engine on the basis of subject realization of torque, evaluate the actual torque of the internal combustion engine depending on the injection parameters and to verify the correct functioning of the engine control unit analyzes the actual torque depending on the subject of implementation of torque.

The idea of the above method is to determine the actual torque on the basis of injection parameters, through the Yu controlling the engine. As the injection parameters can be taken, for example, the duration of injection, the amount of injected fuel and/or characteristic of the injection. Using the thus obtained estimated actual moment determine the correct operation of the engine control unit by analyzing the estimated actual torque relative to the subject realization of torque. Reverse calculation of the expected actual torque based on the injection parameters, which are used for motor control, irrespective incorporated in the engine control unit multiparameter characteristics and is only issued on the basis of injection parameters, as well as specific for the respective engine type multiparameter characteristics or characteristics, previously created by training. This is possible because the control unit engine control accuracy requirements are low, because through such control it is necessary to recognize and limit dangerous condition that occurs only in the lower part of the region of partial loads due to acceleration of the engine due to spam too high indicator of torque. The proposed method has the advantage that the engine control unit Khujand is elopment of the issuance of functional information, need for continuous control, and such control is not required to adjust depending on engine operating specific client that allows you to reduce the cost of implementing control functions of the engine.

The invention is based on the assumption that the injection efficiency mainly depends on the angle, i.e. the angular position of the crankshaft, the middle of the injection process, which allows to estimate developed by the internal combustion engine aggregate, or total, torque on developing individual cylinders private torques. When talking about efficiency indicator several different types of internal combustion engines, large differences between them cannot be detected, because the movement of the piston is determined by the rotational motion and therefore the characteristic of the change of angular velocity is always the same. Therefore, the achievable accuracy is in direct correlation with the costs that need to be taken to adapt the control device applied to the internal combustion engine. Thus, at low accuracy requirements can be simple multivariate characteristics with a small number of anchor points, and the values were not reflected in the multiparameter characterization, to determine by interpolation.

In one of the options, the ants the invention, the actual torque can be estimated, determining, based on the settings of the injection duration of the injection for each cylinder, and depending on the duration of injection and efficiency of the cylinder define develop each cylinder private torque and on the basis of private torques assess the actual torque of the internal combustion engine.

Efficiency can be defined depending on the average angle of injection, which corresponds to the middle of the angular interval between the start and end of injection.

Next, with the duration of injection can determine the amount of injected fuel, and based on the amount of injected fuel and efficiency determine the appropriate private torque.

You can also consider the possibility of adjusting the quantity of injected fuel through amendments to the pressure wave propagation (in the power systems of the type Common-Rail, are equipped with a battery fuel high pressure) or on the profile of the Cam shaft (in systems with pump-injector).

Further, when the analysis of the actual torque errors may be established if the actual torque was outside the scope of permissible deviations from the subject to the implementation of torque.

In another embodiment, from which retene the injection parameters can be used as control signals for the control valve of the injector cylinder.

Another object of the invention is a monitoring device for checking the correct functioning of the control unit of the internal combustion engine. The control device has an interface for receiving injection parameters, which control the injection of fuel into the cylinders of the internal combustion engine depending on the subject of implementation of torque, the evaluation unit is designed to assess the actual torque of the internal combustion engine depending on the injection parameters, and the unit of analysis designed to analyze the actual torque depending on the subject of implementation of torque in order to check the correct functioning of the engine control unit.

The invention may also be embodied in a computer program containing program code, when run in the processing unit is one of the methods described above.

Brief description of drawings

Preferred embodiments of the invention are explained below with reference to the accompanying drawings on which is shown:

figure 1 - system control operation of the control unit of the internal combustion engine in one of the embodiments of the invention,

figure 2 - block diagram explaining before agemy in the invention method,

figure 3 - functional diagram of evaluation of the actual torque of the internal combustion engine on the basis of the injection parameters.

The implementation of the invention

Figure 1 shows a block diagram of a control system in accordance with one embodiments of the present invention. The system 1 generally includes a control unit 2 for controlling the motor 3 internal combustion engines. Engine 3 internal combustion represents, for example, a diesel engine, working with the job of injection parameters, in particular the moment of injection, duration of injection, as well as characteristics of the injection on the control signals S generated by the unit 2 motor control. For this purpose, the unit 2 control engine delivers the control signals S in the final stage 4, which is in accordance with the control signal S controls the valve nozzles 5 of the cylinder 7.

Valve nozzle 5 can be opened to allow the fuel-air mixture from the battery 6 to the high pressure, also called the fuel rail (camera for the preparation of the fuel-air mixture under high pressure in the corresponding cylinder 7. The control signals S unit 2 motor control are the commands to implement in the engine 3 internal combustion asked to block 2 of the engine control torques Soll.

Unit 2 motor control associated with the control device 10, which preferably operates independently of unit 2 motor control and should monitor the functioning of the unit 2 motor control, as shown in the block diagram in figure 2. In another embodiment, the control device can be implemented also in block 2 of the engine control, for example in the form of a microcontroller. The control device 10 is connected to block 2 of the engine control with the possibility of reception (step S1) via the interface 11 of the control signal S generated by unit 2 motor control. The control signals S determine the duration of injection, the amount of injected fuel and the injection characteristic. The control device 10 analyzes the control signals S in block 12 of the analysis are described below (step S2) and then receives information about the specified torque MSollwho should develop the engine 3 internal combustion team unit 2 motor control. The engine control unit determines to be implemented torque M, for example, in the relevant regulator that by analyzing (step S3), for example by comparing the subject to the implementation of the torque M obtained in the evaluation unit 13 assessment of the actual torque Mistengine 3 internal CDF is Denmark, to determine whether the unit 2 control the engine properly. In another case, the unit 2 control engine may transmit the control device 10 information subject realization of torque, with which compare the actual torque.

Estimated actual torque Mistcan be analyzed with respect to the desired subject to the implementation of the torque M by checking whether the actual torque Mistwithin the scope of permissible deviations from the subject to the implementation of the torque M, for example within ±10%. In accordance with the analysis result of the control unit 10 displays in block 2 of the engine control signal R of the test in order to, for example, to activate emergency mode, whereby, for example, the limited torque of the engine and/or issued by the fault.

Instead of the control signals in the control device 10 may also be filed data injection parameters, before they are converted into corresponding control signals in block 2 of the engine control.

Assessment of the actual torque Mistengine 3 internal combustion engines on the control signals is based on the assumption that the efficiency of injection, but the value is t, and develop private torque, mainly depends on the mean angle of injection, which allows to calculate the appropriate torque for each injection in the cylinder 7. The total torque is the sum of private torques of the individual cylinders 7.

Shown in figure 1 musculoskeletal system 1 way to check the correct functioning of the engine control unit is implemented in accordance with the functional diagram in figure 3. In this first pressure PCRin the battery 6 to the high pressure and the duration TEINone of the control signals using the first multiparameter characteristics K1 to determine the number of mEthe injected fuel in the cylinder 7 applies this control signal, not adjusted for the pressure wave propagation. When using fuel equipment of another type, for example a system with pump-injector, for injecting fuel into the cylinders 7 can instead of the pressure pCRto use the frequency n of the motor, as in this case, the number of mEthe injected fuel is approximately proportional to engine speed.

The number of mEthe injected fuel, together with information about the duration ΔtEthe time interval between the current injection and the previous the injection is injected in the second multivariate characteristic K2, so if system with high-pressure accumulator) to obtain the coefficient FDWamendments to the pressure wave propagation. (In the case of systems with pump-injector because of the differences in the profiles of the Cams of camshafts instead used a correction factor depending on the angle of rotation of the crankshaft.) The amendment to the pressure wave propagation is introduced into the first multiplying element M1. In the first multiplying the link Ml unadjusted number of mEthe injected fuel is multiplied by a factor FDWamendments to the pressure wave propagation and receive the adjusted number of mE' the injected fuel.

Next, on the basis of the angle at the moment of opening of the valve nozzle and angle at the time of closing the valve of the nozzle determines the angle of injection in the middle of the injection, according to the following formula:

φM=φ (start control signal + open)+φ (late control signal + closing)/2.

The beginning of the control signal corresponds to the time when the corresponding control signal S gives a command for opening the valve of the injector. Similarly, the end of the control signal corresponds to the time when the corresponding control signal S gives the command to close the valve nozzle. Opening and closing times correspond to the time sapas is ivania, during which the valve nozzle responsive to the corresponding control signal.

Angle φMinjection in the middle of the injection and rotational speed n of the engine 3 internal combustion engines using a third characteristic K3 determine the efficiency (FWeach cylinder 7. In the second multiplies the level 2 efficiency FWmultiplied by the number of cylinders NZYLin order not to change the third multivariate characteristic K3 with a different number of cylinders, but when the same valve injector, or injectors. Third multiparameter characterization of K3 can be selected in accordance with the type of engine, taking into account the peculiarities caused by the geometry and type of engine.

If you want to improve the accuracy of evaluation of the actual torque in the case of evaluation on the basis of the control signals, the third multiparameter characterization of K3 can be built for each instance of the engine 3 internal combustion engines, which will eventually be used to control the device 10, through training of the control device. In this learning process to be implemented torque M and the control signals S are correlated with each other and this relationship is expressed as the multivariate characteristics.

With less the same requirements for accuracy in multiparameter characterization can provide a constant Zn is an increase, for example 1.5 N·m/(mg/cycle).

The result of FW' multiplying the number of NZYLcylinder efficiency FWmultiply the third multiplying the level of the M3 on the adjusted number of mE' injected fuel, thus obtaining private torque for each injection cycle (for each cylinder). Private torques retain in the sum S with the number of memory cells for private torques corresponding to the number of NZYLthe cylinders. Summarizing field's continually adds maintain it private torques and outputs their sum in the form of evaluation of the actual torque Mist.

It may be possible indication of the determined estimate of the actual torque Mistby connecting to the control device 10 of the display, not shown. By dividing the actual torque Miston the subject of implementation of the torque M can generate a coefficient indicating whether the redundant calculation of torque in the corresponding operating point is above or below subject to the implementation of the torque M

The advantage of the above method is that the control block 2 of the engine control can be performed without the need for the implementation of multivariate characteristics b the eye 2 of motor control in the control device 10.

Characteristic efficiency, i.e. the third characteristic K3, can be built so that at all angles of injection in the middle of the injection, pre-set to 10° before top dead center, it showed optimal efficiency, for example 1.5 N·m/(mg/cycle), and from this value, and, for example, up to 90° after the upper dead point, linearly decreasing to 0 N·m/(mg/ cycle).

When implementing the monitoring device 10 second characteristic K2 may first neutral to give 1 as a coefficient and adjusted accordingly at the subsequent adaptation to implement the amendment to the pressure wave propagation. Such adaptation is carried out in accordance with the desired precision of the estimate of engine torque during training or during operation of the engine 3 internal combustion engines.

1. The way to test the correct functioning of the engine control unit (3) internal combustion engines, characterized in that to form the injection parameters are used to control injection of fuel into the cylinders (7) of the motor (3) internal combustion, on the basis of subject realization of torque, evaluate the actual torque (Mist) engine (3) of the internal combustion depending on the injection parameters and to verify the correct functioning of the engine control unit of analysis is irout actual torque (M istdepending on subject to the implementation of torque.

2. The method according to claim 1, characterized in that the actual torque estimate, determining on the basis of parameters of the injection duration of the injection for each cylinder, and depending on the duration of injection and efficiency of the cylinder (7) determine develop each cylinder (7) private torque and on the basis of private torques assess the actual torque (Mist) engine (3) internal combustion engines.

3. The method according to claim 2, wherein the efficiency is determined from the average angle of injection, which corresponds to the middle of the angular interval between the start and end of injection.

4. The method according to claim 2 or 3, characterized in that using the duration of the injection to determine the number of injected fuel, and based on the amount of injected fuel and efficiency determine the appropriate private torque.

5. The method according to claim 4, characterized in that the quantity of injected fuel is adjusted using the correction for pressure wave propagation or on the Cam profile.

6. The method according to one of claims 1 to 3, characterized in that in the analysis of the actual torque (Mist) an error set if the actual torque (Mist) appeared before the Lamy area of permissible deviations from the subject to the implementation of torque.

7. The method according to one of claims 1 to 3, characterized in that the injection parameters are used as control signals for the control valve injector cylinder (7).

8. The control device (10) for checking the correct functioning of the engine control unit (3) internal combustion engines, containing
interface (11) for receiving injection parameters, which control the injection of fuel into the cylinders (7) of the motor (3) of the internal combustion depending on the subject of implementation of torque
and evaluation unit (13), designed to assess the actual torque (Mist) of the internal combustion engine depending on the injection parameters,
block (12) analysis designed to analyze the actual torque (Mistdepending on subject to the implementation of torque in order to check the correct functioning of the engine control unit.



 

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10 cl, 8 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method comprises defining parameters of fuel pressure variation in fuel delivery line and testing solenoid injectors. Said parameters are fixed by fluid pressure indicating gage with current output for display of received signal in electronic unit and outputting said signal ad display without dismantling said injectors. Definition of said parameters testing of solenoid injectors are executed with shutdown engine by connecting reference solenoid valve to fuel deliver line and electronic control unit of electric circuits of said injectors and electrically drive fuel pump. Then, said pump is cut in to develop working fuel pressure in fuel delivery line by feeding electric control pulses generated by electronic control unit to reference solenoid valve and solenoid valves. Solenoid injectors are checked by comparing fuel pressure drop in delivery line on opening reference solenoid vale and solenoid injectors.

EFFECT: higher validity of tests, absolute values of working parameters.

2 dwg

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