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EP2449241B1 - Procédé de réglage de la pression du rail dans un système d'injection à rail commun d'un moteur à combustion - Google Patents

Procédé de réglage de la pression du rail dans un système d'injection à rail commun d'un moteur à combustion Download PDF

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Publication number
EP2449241B1
EP2449241B1 EP10725622.4A EP10725622A EP2449241B1 EP 2449241 B1 EP2449241 B1 EP 2449241B1 EP 10725622 A EP10725622 A EP 10725622A EP 2449241 B1 EP2449241 B1 EP 2449241B1
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EP
European Patent Office
Prior art keywords
pressure
rail pressure
pcr
rail
volume flow
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EP10725622.4A
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German (de)
English (en)
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EP2449241A1 (fr
Inventor
Armin DÖLKER
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Rolls Royce Solutions GmbH
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MTU Friedrichshafen GmbH
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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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1411—Introducing closed-loop corrections characterised by the control or regulation method using a finite or infinite state machine, automaton or state graph for controlling or modelling
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • 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
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting

Definitions

  • the invention relates to a method for controlling and regulating an internal combustion engine according to claim 1.
  • a rail pressure control circuit comprises a comparison point for determining a control deviation, a pressure regulator for calculating an actuating signal, the controlled system and a software filter in the feedback branch for calculating the actual rail pressure.
  • the control deviation is calculated from a target rail pressure to the actual rail pressure.
  • the controlled system includes the pressure actuator, the rail and the injectors for injecting the fuel into the combustion chambers of the internal combustion engine.
  • a common rail system with pressure control in which the pressure regulator is equipped with different regulator parameters.
  • the pressure control should be more stable due to the different controller parameters.
  • the controller parameters in turn are calculated depending on operating parameters, here: the engine speed and the target injection quantity.
  • the pressure controller uses the controller parameters, the pressure controller then calculates the control signal for a pressure control valve, via which the fuel outflow from the rail into the fuel tank is determined.
  • the pressure control valve is consequently arranged on the high-pressure side of the common rail system.
  • An electrical pre-feed pump or a controllable high-pressure pump are shown in this reference as alternative measures for pressure regulation.
  • the DE 103 30 466 B3 describes a common rail system with pressure control, in which the pressure regulator accesses a suction throttle via the control signal. About the Suction throttle in turn determines the inlet cross-section to the high-pressure pump. The suction throttle is consequently arranged on the low pressure side of the common rail system.
  • a passive pressure relief valve can be provided as a protective measure against excessive rail pressure in this common rail system. The fuel is then drained from the rail into the fuel tank via the open pressure relief valve.
  • a corresponding common rail system with a passive pressure relief valve is out of the DE 10 2006 040 441 B3 known.
  • a memory injection system with a pressure actuator, which has a shut-off body operated by an electromagnetic drive.
  • the pressure control takes place by means of a cascade connection of two control devices, the first control device determining a control signal with a target current value for the electromagnetic drive and a second control device adapting the current value detected in the electromagnetic drive to the predetermined target current value.
  • WO 2006/136414 A1 is a control and regulation procedure for an internal combustion engine with common rail system, in which a rail pressure is regulated in normal operation.
  • a second actual rail pressure is determined via a second filter, and a load shedding is recognized when the second actual rail pressure exceeds a first limit value.
  • the rail pressure is controlled by setting a PWM signal to a PWM value that is higher than in normal operation by means of a PWM specification.
  • control leakage is effective when the injector is controlled electrically, that is, during the duration of the injection. As the injection duration decreases, the control leakage also decreases. Constant leakage is always effective, that is, even if the injector is not activated. This is also caused by the component tolerances. Since the constant leakage increases with Rail pressure increases and decreases with falling rail pressure, the pressure vibrations in the rail are damped. The opposite is true with tax leakage. If the rail pressure increases, the injection duration is shortened to display a constant injection quantity, which results in a decreasing control leakage. If the rail pressure drops, the injection duration is increased accordingly, which results in increasing control leakage.
  • the control leakage means that the pressure vibrations in the rail are amplified.
  • the control and constant leakage represent a loss volume flow, which is pumped and compressed by the high pressure pump.
  • this loss volume flow means that the high pressure pump must be designed larger than necessary.
  • part of the drive energy of the high-pressure pump is converted into heat, which in turn heats up the fuel and reduces the efficiency of the internal combustion engine.
  • the invention is based on the object of optimizing the stability behavior and the settling time.
  • the method consists in that, in addition to the rail pressure control via the low-pressure suction throttle as the first pressure control element, a rail pressure disturbance variable for influencing the rail pressure is generated via a pressure control valve on the high pressure side as the second pressure control element. Fuel is diverted from the rail into a fuel tank via the pressure control valve on the high-pressure side, the position of which is determined via a PWM signal. Furthermore, the method consists in that when the normal function is set, the PWM signal is calculated as a function of a resulting desired volume flow and when the protective function is set, the PWM signal is temporarily set to a maximum value. The protective function temporarily shuts off a higher fuel volume flow from the rail, reducing the increase in rail pressure and protecting the rail from pressure peaks. An unwanted response of the passive pressure relief valve is also prevented and limited to the actual emergencies.
  • the protective function is set when a dynamic rail pressure exceeds a maximum pressure value and the protective function is enabled.
  • the maximum pressure value is chosen so that the rail pressure does not reach this pressure value in stationary operation.
  • the dynamic rail pressure is calculated from the raw values of the rail pressure using a fast filter.
  • the protective function is reset and the normal function is set when a specified time period has expired. An oscillation between the functions is prevented by the fact that after the change from the protective function back to the normal function, the protective function remains locked. This is only released again when the dynamic rail pressure falls below the maximum pressure value by a hysteresis value.
  • the normal function if the normal function is set, it is reset and a standstill function is set if an engine standstill is detected, a PWM signal of zero being output when the standstill function is set.
  • the change from the standstill function to the normal function takes place when the actual rail pressure exceeds a start value and a verified engine speed is recognized, that is, when the internal combustion engine is recognized as rotating at the same time.
  • the advantage is that the rail pressure builds up reliably when the engine is started.
  • the resulting target volume flow is calculated from a static and a dynamic target volume flow.
  • the static target volume flow is in turn calculated as a function of a target injection quantity and the engine speed using a target volume flow map.
  • a target torque is used instead of the target injection quantity.
  • a constant leak is simulated via the static target volume flow, in that the fuel is only shunted in the low-load range and in a small amount. It is advantageous that there is no significant increase in the fuel temperature and also no significant reduction in the efficiency of the internal combustion engine.
  • the increased stability of the rail pressure control circuit in the low-load range can be recognized, for example, by the rail pressure remaining approximately constant in overrun mode.
  • the dynamic target volume flow is calculated via a dynamic correction depending on a target rail pressure and the actual rail pressure or the control deviation derived therefrom. If the control deviation is negative, for example in the event of a load shedding, the static target volume flow is corrected via the dynamic target volume flow. Otherwise there is no change in the static target volume flow.
  • the increase in the rail pressure is counteracted via the dynamic set volume flow, with the advantage that the settling time of the system can be improved again.
  • the Figure 1 shows a system diagram of an electronically controlled internal combustion engine 1 with a common rail system.
  • the common rail system comprises the following mechanical components: a low-pressure pump 3 for delivering fuel from a fuel tank 2, a variable, low-pressure suction throttle 4 for influencing the fuel volume flow flowing through it, a high-pressure pump 5 for delivering fuel while increasing the pressure, a rail 6 for storing of fuel and injectors 7 for injecting the fuel into the combustion chambers of the internal combustion engine 1.
  • the common rail system can also be designed with individual stores, in which case, for example, an individual store 8 is integrated in the injector 7 as an additional buffer volume.
  • a passive pressure relief valve 11 which, in the open state, controls the fuel from the rail 6.
  • An electrically controllable pressure control valve 12 also connects the rail 6 to the fuel tank 2.
  • a fuel volume flow is defined via the position of the pressure control valve 12 and is derived from the rail 6 into the fuel tank 2. In the further text, this fuel volume flow is referred to as rail pressure disturbance variable VDRV.
  • the operating mode of the internal combustion engine 1 is determined by an electronic control unit (ECU) 10.
  • the electronic control unit 10 contains the usual components of a microcomputer system, for example a microprocessor, I / O modules, buffers and memory modules (EEPROM, RAM).
  • the operating data relevant to the operation of the internal combustion engine 1 are applied in characteristic diagrams / characteristic curves in the memory modules.
  • the electronic control unit 10 uses these to calculate the output variables from the input variables.
  • the following input variables are shown as examples: the rail pressure pCR, which is measured by means of a rail pressure sensor 9, an engine speed nMOT, a signal FP for power specification by the operator and an input variable IN. Under the The other sensor signals are summarized in input variable IN, for example the charge air pressure of an exhaust gas turbocharger.
  • the individual store pressure pE is an additional input variable of the electronic control unit 10.
  • the output variables of the electronic control unit 10 are a signal PWMSD for controlling the suction throttle 4 as the first pressure control element, a signal ve for controlling the injectors 7 (start / end of injection), a signal PWMDV for controlling the pressure control valve 12 as the second pressure control element and an output variable OFF.
  • the position of the pressure control valve 12 and thus the rail pressure disturbance variable VDRV is defined via the signal PWMDV.
  • the output variable AUS represents the other actuating signals for controlling and regulating the internal combustion engine 1, for example an actuating signal for activating a second exhaust gas turbocharger when register is being charged.
  • a rail pressure control circuit 13 for regulating the rail pressure pCR is shown.
  • the input variables of the rail pressure control circuit 13 are: a target rail pressure pCR (SL), a volume flow which characterizes the target consumption Wb, the engine speed nMOT, the PWM basic frequency fPWM and a variable E1.
  • Size E1 includes, for example, the battery voltage and the ohmic resistance of the induction choke coil with supply line, which are included in the calculation of the PWM signal.
  • the output variables of the rail pressure control circuit 13 are the raw value of the rail pressure pCR, an actual rail pressure pCR (IST) and a dynamic rail pressure pCR (DYN).
  • the actual rail pressure pCR (IST) and the dynamic rail pressure pCR (DYN) are in the in Figure 3 controller shown processed.
  • the actual rail pressure pCR (IST) is calculated from the raw value of the rail pressure pCR using a first filter 19. This is then compared with the setpoint pCR (SL) at a summation point A, which results in a control deviation ep. From the control deviation ep, a pressure controller 14 calculates its manipulated variable, which corresponds to a volume flow VR with the physical unit liter / minute. The calculated target consumption VVb is added to the volume flow VR at a summation point B. The target consumption VVb is calculated using a calculation 22 which is carried out in the Figure 3 is shown and explained in connection with this. The result of the addition at summation point B corresponds to an unlimited target volume flow VSDu (SL) of the suction throttle.
  • SL setpoint pCR
  • the unlimited target volume flow VSDu (SL) is then limited as a function of the engine speed nMOT via a limitation 15.
  • the output variable of the limitation 15 corresponds to a target volume flow VSD (SL) of the suction throttle.
  • An electrical target current iSD (SL) of the suction throttle is then assigned to the target volume flow VSD (SL) via the pump characteristic curve 16.
  • the target current iSD (SL) is converted into the PWM signal PWMSD in a calculation 17.
  • the PWM signal PWMSD represents the duty cycle and the frequency fPWM corresponds to the basic frequency.
  • the PWM signal PWMSD is then applied to the solenoid of the suction throttle. This changes the path of the magnetic core, which freely influences the flow rate of the high pressure pump.
  • the suction throttle is open when de-energized and is acted upon by the PWM control in the direction of the closed position.
  • the calculation of the PWM signal 17 can be subordinated to a current control loop, such as this from the DE 10 2004 061 474 A1 is known.
  • the high-pressure pump, the suction throttle, the rail and, if applicable, the individual accumulators correspond to a controlled system 18.
  • the control loop is thus closed.
  • the dynamic rail pressure pCR (DYN) is calculated via a second filter 20, which is one of the input variables of the block diagram of the Figure 3 is.
  • the second filter 20 has a smaller time constant and a smaller phase delay than the first filter 19 in the feedback branch.
  • the Figure 3 shows as a block diagram the highly simplified rail pressure control circuit 13 of the Figure 2 and a controller 21.
  • the rail pressure disturbance variable VDRV is generated via the controller 21, that is to say the volume flow which the pressure control valve controls from the rail into the fuel tank.
  • the input variables of the controller 21 are: the target rail pressure pCR (SL), the actual rail pressure pCR (IST), the dynamic rail pressure pCR (DYN), the engine speed nMOT and a target injection quantity QSL.
  • the target injection quantity QSL is either calculated via a map depending on the desired performance or corresponds to the manipulated variable of a speed controller.
  • the physical unit of the target injection quantity QSL is mm 3 / stroke.
  • a target torque MSL can be used.
  • the output variables are the target consumption Wb, which is fed to the rail pressure control circuit 13, and the rail pressure disturbance variable VDRV.
  • a resultant target volume flow Vres (SL) is determined from a static and a dynamic component via the calculation 22.
  • the calculation 22 is in the Figure 4 shown as a block diagram and is explained in connection with this.
  • the resulting set volume flow Vres (SL) and the actual rail pressure pCR (IST) are the input variables of a pressure control valve map 23, via which a set current iDV (SL) of the pressure control valve is calculated.
  • the target current iDV (SL) in turn is the reference variable for a current control circuit 24.
  • the current control circuit 24 is formed from a current controller 25, a switch S1, the pressure control valve 12 as a control system and a filter 26 in the feedback branch.
  • the current regulator 25 is in the Figure 5 shown and explained in connection with this.
  • the current controller 25 outputs a PWM signal PWMR, which is an input variable of the switch S1.
  • the other two input signals of switch S1 are zero and a temporary PWM signal PWMt.
  • the temporary PWM signal PWMt is designed in such a way that an increased PWM value, for example 80%, is output in a time-controlled manner.
  • the output signal of the switch S1 then corresponds to the PWM signal PWMDV, with which the pressure control valve 12 is controlled.
  • the electrical current iDV which arises at the pressure control valve 12 is measured and the actual current iDV (ACTUAL) is calculated via the filter 26, which is then fed back to the current regulator 25.
  • the current control circuit 24 is thus closed.
  • the calculation 22 is shown as a block diagram.
  • the input variables are the target rail pressure pCR (SL), the actual rail pressure pCR (IST), the dynamic rail pressure pCR (DYN), the engine speed nMOT and the target injection quantity QSL, alternatively the target torque MSL.
  • the output variables are the target consumption VVb and the resulting target volume flow Vres (SL).
  • the static target volume flow Vs (SL) for the pressure control valve is calculated via a target volume flow map 27 (3D map).
  • the target volume flow map 27 is designed in such a way that a positive value of the static target volume flow Vs (SL) is calculated in the low load range, for example when idling, while in the normal operating range a static target volume flow Vs (SL) of Zero is calculated.
  • the specific embodiment of the target volume flow map 27 is shown in FIG Figure 6 shown and explained in connection with this.
  • the target consumption Wb which is an input variable of the rail pressure control circuit 13, is calculated via the calculation 28.
  • the static target volume flow Vs (SL) is determined by Corrected addition of a dynamic target volume flow Vd (SL).
  • the dynamic set volume flow Vd (SL) is calculated via a dynamic correction 29 as a function of the control deviation.
  • the control deviation in turn is calculated from the difference between the target rail pressure pCR (SL) and the actual rail pressure pCR (IST). Alternatively, the control deviation can also be calculated from the difference between the target rail pressure pCR (SL) and the dynamic rail pressure pCR (DYN). If the control deviation is greater than or equal to zero, a dynamic set volume flow Vd (SL) of zero liters / minute is output. If, on the other hand, the control deviation is negative, for example in the event of a load shedding, an increasingly larger dynamic target volume flow Vd (SL) is calculated if the control deviation falls below a limit value. In short: the pressure control valve then controls an increasing fuel volume flow into the fuel tank.
  • the sum of the static desired volume flow Vs (SL) and the dynamic desired volume flow Vd (SL) corresponds to a corrected desired volume flow Vk (SL), which has a limit 30 upwards to a maximum volume flow VMAX and downwards to the value zero is limited.
  • the maximum volume flow VMAX is calculated using a (2D) characteristic curve 31 as a function of the actual rail pressure pCR (IST).
  • the output variable of the limitation 30 then corresponds to the resulting target volume flow Vres (SL).
  • the Figure 5 shows the current regulator 25 from the Figure 3 .
  • the input variables are the target current iDV (SL) for the pressure control valve, the actual current iDV (IST) of the pressure control valve, the battery voltage UBAT and controller parameters (kp, Tn).
  • the output variable is the PWM signal PWMR.
  • the current control deviation ei is first calculated from the target current iDV (SL) and the actual current iDV (IST).
  • the current control deviation ei is the input variable of the controller 32.
  • the controller 32 can be designed as a PI or PI (DT1) algorithm.
  • the controller parameters are processed in the algorithm. These are characterized, among other things, by the proportional coefficient kp and the reset time Tn.
  • the output variable of the regulator 32 is a target voltage UDV (SL) of the pressure control valve. This is divided by the battery voltage UBAT and then multiplied by 100. The result corresponds to the duty cycle of the PWM signal PWMR in percent.
  • a pilot control can also be provided, which consists of the set current iDV (SL) and the ohmic resistance of the pressure control valve Voltage component calculated, which is then added to the target voltage UDV (SL).
  • the target volume flow map 27 is shown. This is used to determine the static target volume flow Vs (SL) for the pressure control valve.
  • the input variables are the engine speed nMOT and the target injection quantity QSL. In the horizontal direction, engine speed values from 0 to 2000 1 / min are plotted. The target injection quantity values from 0 to 270 mm 3 / stroke are plotted in the vertical direction. The values within the map then correspond to the assigned static target volume flow Vs (SL) in liters / minute. Part of the fuel volume flow to be controlled is determined via the target volume flow map 27.
  • the normal operating range is double-framed in the figure.
  • the simply framed area corresponds to the low-load area.
  • the Figure 7 shows the various functional states in a diagram, which are activated via switch S1 ( Fig. 3 ) can be realized.
  • the reference symbol 33 denotes the standstill function
  • the reference symbol 34 denotes the normal function
  • the reference symbol 35 denotes the protective function.
  • the standstill function is set when an engine standstill is detected.
  • a first subroutine UP1 is shown, which shows the transition from the standstill to the normal function.
  • a second subroutine UP2 is shown, which shows the transition from the normal function to the protective function.
  • the status of the flag is checked at S1. An oscillation between the normal and the protective function is prevented via the flag. If the flag is zero, the program part is run through with steps S2 to S6. Otherwise the program part is run through with steps S7 to S9. If it has been determined in S1 that the flag is equal to zero, then it is checked in S2 whether the dynamic rail pressure pCR (DYN) is greater than or equal to a maximum pressure value pMAX. If this is not the case, query result S2: no, at S6 the PWM signal PWMDV is still calculated as a function of the resulting set volume flow Vres (SL) and the program is ended.
  • DBN dynamic rail pressure pCR
  • the flag is set to the value 1 at S3, which prevents the protective function from being set again.
  • query result S1 no, the pressure level of the dynamic rail pressure pCR (DYN) is checked in S7. If the dynamic rail pressure pCR (DYN) has fallen below the maximum pressure value pMAX by at least a certain hysteresis value pHY, query result S7: yes, the flag is set to zero at S8, as a result of which the protective function is released again. If the query result at S7 is negative, the program flow at S9 continues with the calculation of the PWM signal PWMDV depending on the resulting set volume flow Vres (SL) and then the program flow ends.
  • SL set volume flow
  • a third subroutine UP3 is shown, which shows the transition from the protective function to the normal function.
  • the time t is increased by dt. It is then checked at S2 whether the time t is greater than / equal to the time stage t1. Is this not the case, the PWM signal PWMDV remains determined by the temporary PWM signal PWMt at S8. The program sequence is then ended. If it was found in S2 that the time t is greater than / equal to the time stage t1, query result S2: yes, the time t is reset to zero in S3.
  • S6 it is checked whether the dynamic rail pressure pCR (DYN) has fallen below the maximum pressure value pMAX by at least the hysteresis value pHY. If this is not the case, the program flow is ended. Otherwise, the flag is set to zero in S7, which releases the protective function. The program sequence is then ended.
  • the Figure 11 shows in a first time diagram the starting process of an internal combustion engine with subsequent stop.
  • the Figure 11 consists of the partial diagrams 11A to 11E. These show over time: the engine speed nMOT in Figure 11A , the actual rail pressure pCR (IST) in Figure 11B , the PWM signal PWMDV, with which the pressure control valve is controlled, in Figure 11C who have favourited Rail Pressure Disturbance VDRV in Figure 11D and the position of switch S1 in Figure 11E ,
  • the rail pressure disturbance variable VDRV corresponds to the volume flow that the pressure control valve controls from the rail into the fuel tank.
  • a verified engine speed is recognized, that is, as soon as the crankshaft rotates, a condition for the transition from the standstill function to the normal function is fulfilled.
  • the pressure control valve is now activated.
  • the Figure 12 shows the transition from the normal function to the protective function in a second time diagram.
  • the Figure 12 consists of the partial diagrams 12A to 12E. These show over time: the dynamic rail pressure pCR (DYN) in Figure 12A , the PWM signal PWMDV, with which the pressure control valve is controlled, in the Figure 12B , the rail pressure disturbance variable VDRV corresponding to the volume flow in the Figure 12C , the position of the switch S1 in the Figure 12D and the value of the flag in the Figure 12E ,
  • a volume flow of 4 liters / min into the fuel tank is now controlled as a rail pressure disturbance variable VDRV via the pressure control valve.
  • the flag is set to the value 1 ( Figure 12E ), whereby the protective function is locked.
  • time stage t1 has expired.
  • the controlled volume flow consequently assumes the value 0 liters / min.
  • the flag thus changes from the value 1 to the value 0, whereby the protective function is released again.
  • a dashed line is drawn as a comparison, which shows a course of the dynamic rail pressure pCR (DYN) without a protective function.
  • the overshoot of the dynamic rail pressure pCR (DYN) is significantly reduced by the protective function. In the figure, this is identified by the reference symbol dp.
  • a PWM signal in positive logic was used to control the pressure control valve, that is to say that if the PWM signal PWMDV is positive, the pressure control valve is acted upon in the opening direction (increasing opening cross section).

Landscapes

  • 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)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (7)

  1. Procédé de commande et de réglage d'un moteur à combustion interne (1) comprenant un système à rampe commune, dans lequel la pression de rail (pCR), qui est mesurée par un capteur de pression de rail (9), est réglée par le biais d'un étranglement d'aspiration côté basse pression (4) servant de premier élément de réglage de pression dans un circuit de réglage de pression de rail (13), dans lequel une grandeur de perturbation de pression de rail (VDRV) est générée par le biais d'une vanne de réglage de pression côté haute pression (12) servant de deuxième élément de réglage de pression pour influer sur la pression de rail (pCR), par le biais duquel du carburant provenant du rail (6) est délivré de façon commandée dans le réservoir de carburant (2) et dont la position est déterminée par le biais d'un signal PWM (PWMDV),
    caractérisé en ce que
    une pression de rail réelle (pCR(REELLE)) est calculée à partir de la pression de rail (pCR) par le biais d'un premier filtre (19) et une pression de rail dynamique (pCR(DYN)) est calculée à partir de la pression de rail (pCR) par le biais d'un deuxième filtre (20), une fonction d'arrêt (33) étant initialisée lorsqu'un arrêt de moteur est détecté (BKM=0), le signal PWM (PWMDV) étant émis avec une valeur zéro lorsque la fonction d'arrêt (33) est initialisée, la fonction d'arrêt (33) étant réinitialisée et une fonction normale (34) étant initialisée lorsque la pression de rail réelle (pCR(REELLE)) dépasse la valeur de démarrage (pDEMARRAGE) et qu'une vitesse de rotation de moteur vérifiée (nMOT) est détectée (BKM = 1), le signal PWM (PWMDV) étant calculé en fonction du débit volumique souhaité résultant (Vres(SL)) lorsque la fonction normale (34) est initialisée, et
    une fonction de protection (35) étant initialisée lorsque la pression de rail dynamique (pCR(DYN)) dépasse une valeur de pression maximale (pMAX) et que la fonction de protection (35) est activée (MERKER = 0), le signal PWM (PWMDV) étant temporairement initialisé à une valeur maximale (PWMt) lorsque la fonction de protection (35) est initialisée.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    après expiration d'un intervalle de temps (t1), le signal PWM temporaire est terminé, la fonction de protection (35) est réinitialisée et la fonction normale (34) est réinitialisée.
  3. Procédé selon la revendication 2,
    caractérisé en ce que
    lorsque la fonction normale (34) est initialisée, la fonction de protection (35) est à nouveau activée si la pression de rail dynamique (pCR(DYN)) devient inférieure d'au moins une valeur d'hystérésis (pHY) à la valeur de pression maximale (pMAX).
  4. Procédé selon la revendication 1,
    caractérisé en ce que
    lorsque la fonction normale (34) est initialisée, elle est réinitialisée et la fonction d'arrêt (33) est à nouveau initialisée lorsqu'un arrêt du moteur est détecté.
  5. Procédé selon la revendication 1,
    caractérisé en ce que
    le débit volumique de consigne résultant (Vres(SL)) est calculé à partir d'un débit volumique de consigne statique défini (Vs(SL)) et d'un débit volumique de consigne dynamique (Vd(SL)).
  6. Procédé selon la revendication 5,
    caractérisé en ce que
    le débit volumique statique de consigne (Vs(SL)) de la vanne de réglage de pression (12) est calculé en fonction d'une quantité d'injection de consigne (QSL) et d'une vitesse de rotation de moteur (nMOT) par le biais d'une caractéristique de débit volumique de consigne (27).
  7. Procédé selon la revendication 5,
    caractérisé en ce que
    le débit volumique dynamique de consigne (Vd(SL)) de la vanne de réglage de pression (12) est calculé en fonction d'une pression de rail de consigne (pCR(SL)) et d'une pression de rail réelle (pCR(REELLE)) ou de la pression de rail dynamique (pCR(DYN)) par le biais d'une correction dynamique (29).
EP10725622.4A 2009-07-02 2010-06-17 Procédé de réglage de la pression du rail dans un système d'injection à rail commun d'un moteur à combustion Active EP2449241B1 (fr)

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DE102009031529A DE102009031529B3 (de) 2009-07-02 2009-07-02 Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
PCT/EP2010/003653 WO2011000479A1 (fr) 2009-07-02 2010-06-17 Procédé de régulation de la pression de rampe dans un système d'injection à rampe commune de moteur à combustion interne

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US20120166063A1 (en) 2012-06-28
WO2011000479A1 (fr) 2011-01-06
EP2449241A1 (fr) 2012-05-09
DE102009031529B3 (de) 2010-11-11
CN102575609B (zh) 2015-01-28
US8855889B2 (en) 2014-10-07
CN102575609A (zh) 2012-07-11

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