[go: up one dir, main page]

WO2010057587A1 - Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune - Google Patents

Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune Download PDF

Info

Publication number
WO2010057587A1
WO2010057587A1 PCT/EP2009/007988 EP2009007988W WO2010057587A1 WO 2010057587 A1 WO2010057587 A1 WO 2010057587A1 EP 2009007988 W EP2009007988 W EP 2009007988W WO 2010057587 A1 WO2010057587 A1 WO 2010057587A1
Authority
WO
WIPO (PCT)
Prior art keywords
pwm
rail pressure
control
pcr
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2009/007988
Other languages
German (de)
English (en)
Inventor
Armin DÖLKER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Priority to EP09749024A priority Critical patent/EP2358987B1/fr
Priority to CN200980148029.1A priority patent/CN102245885B/zh
Priority to US13/130,824 priority patent/US9133786B2/en
Publication of WO2010057587A1 publication Critical patent/WO2010057587A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—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
    • 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
    • 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
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/1479—Using a comparator with variable reference

Definitions

  • the invention relates to a control and regulating method for an internal combustion engine having a common rail system, in which the rail pressure is controlled in normal operation and is changed with detection of a load shedding from the control to the control mode, wherein in the control mode, the PWM signal to act on the controlled system is temporarily set to a higher than normal operation PWM value.
  • a high pressure pump delivers fuel from a fuel tank into a rail.
  • the inlet cross section to the high pressure pump is determined by a variable suction throttle.
  • injectors via which the fuel is injected into the combustion chambers of the internal combustion engine. Since the quality of the combustion depends crucially on the pressure level in the rail, this is regulated.
  • the high pressure control circuit includes a pressure regulator, the suction throttle with high pressure pump and the rail as a controlled system and a filter in the feedback branch. In this high-pressure control circuit, the pressure level in the rail corresponds to the controlled variable.
  • the measured pressure values of the rail are converted via the filter into an actual rail pressure and compared with a desired rail pressure.
  • the resulting deviation is then converted via the pressure regulator into a control signal for the suction throttle.
  • the actuating signal corresponds to z. B. a volume flow with the unit liters / minute.
  • the control signal is designed as a PWM signal with a constant frequency, for example 50 Hz.
  • the high-pressure control loop described above is known from DE 103 30 466 B3.
  • a passive pressure relief valve which opens at a rail pressure of 1950 bar, protects the common rail system against an inadmissibly high rail pressure. For example, if the internal combustion engine is operated stationary at a constant rail pressure of 1800 bar and there is a complete load shedding, the period is 37.5 ms until the response of the pressure relief valve.
  • DE 10 2005 029 138 B3 proposes that, after detecting a load shedding, it is changed from control to control operation.
  • control mode the PWM signal for controlling the suction throttle is temporarily set via a staircase function to an increased PWM value, whereby the closing process of the intake throttle is accelerated and less fuel is conveyed into the rail.
  • expiry of the time-controlled staircase function it is then returned to the control mode.
  • a load shedding is detected by the fact that the actual rail pressure exceeds a fixed limit.
  • the illustrated method has proven to be complete upon load shedding, i. H. the generator load is reduced from 100% to 0%, proven.
  • partial load shedding occurs when only individual electrical loads are deactivated. Under unfavorable circumstances, pressure oscillations can occur in the rail, which are caused by the fact that several times in a sequence from control to control mode with temporary PWM default is changed.
  • the invention is based on the object to optimize the pressure control at a partial load shedding.
  • the optimization consists in calculating the limit value for activating the temporary PWM specification as a function of the gradient of a power-determining signal.
  • the power-determining signal in this case corresponds to either a desired speed, a desired torque or a desired injection quantity.
  • the target speed may also correspond to an accelerator pedal position.
  • the target torque is used as a measure of the size of the load shedding the gradient. The faster this decreases, the more load was dropped.
  • the invention is thus based on the recognition that at a load shedding first a drop in the power-determining signal takes place and only with a time delay, the rail pressure increases.
  • the limit value is determined via its own characteristic, which is designed in such a way that a lower limit value is set in the case of a complete load shedding, whereas a higher limit value is set in the case of a partial load shedding.
  • the method according to the invention is provided as a supplement to the method known from DE 10 2005 029 138 B3.
  • the advantage is that the cause of the vibrations of the rail pressure is eliminated at a partial load drop.
  • the rail pressure thus shows a more even course.
  • Both a complete load shedding and a partial load shedding unintentional opening of the passive pressure relief valve is prevented at the same time stable rail pressure.
  • FIG. 1 shows a system diagram
  • FIG. 2 shows a high-pressure control circuit as a block diagram
  • FIG. 3 shows a block diagram for determining a drive signal
  • FIG. 4 shows a characteristic curve for determining the limit value
  • Figure 5 shows a load shedding as a time chart
  • FIG. 6 is a program flowchart.
  • FIG. 1 shows a system diagram of an electronically controlled internal combustion engine 1 with a common rail system.
  • the internal combustion engine 1 drives an emergency generator, not shown.
  • the common rail system comprises as mechanical components a low-pressure pump 3 for conveying fuel from a tank 2, a suction throttle 4 for influencing the Volume flow, a high-pressure pump 5, a rail 6 and injectors 8 for injecting fuel into the combustion chambers of the internal combustion engine. 1
  • the internal combustion engine 1 is controlled via an electronic engine control unit 9 (ECU).
  • ECU electronic engine control unit 9
  • FIG. 1 as input variables of the electronic engine control unit 9, the rail pressure pCR, which is detected via a pressure sensor 7, the engine speed nMOT and a variable ON are shown.
  • the size ON is representative of the other input signals, for example for the oil or the fuel temperature.
  • the illustrated outputs of the electronic engine control unit 9 are a PWM signal PWM for controlling the intake throttle 4, an injection-indicative signal INJ for driving the injectors 8 and a size OFF.
  • Injection signal INJ stands for injection start, injection duration and injection end.
  • the size OFF is representative of the other control signals for controlling the internal combustion engine 1, for example, a control signal for controlling an EGR valve.
  • the illustrated common rail system can of course also be designed as a common rail system with individual memories. In this case, the individual memory is integrated in the injector 8, in which case the individual accumulator pressure pE is another input signal of the electronic
  • FIG. 2 shows the high-pressure control loop for regulating the rail pressure as a block diagram.
  • the input variable of the control loop is a nominal rail pressure pCR (SL).
  • the output quantity corresponds to the raw value of the rail pressure pCR.
  • a first actual rail pressure pCR1 (IST) is determined via a first filter 15. This is compared with the desired rail pressure pCR (SL) at a summation point A, resulting in a control deviation ep.
  • a pressure regulator 10 calculates a manipulated variable.
  • the manipulated variable corresponds to a volume flow qV1 whose physical unit is liters / minute.
  • the calculated nominal consumption is added to the volume flow qV1.
  • the volume flow qV1 is then limited via a boundary 11.
  • the limitation 11 can be speed-dependent, input variable nMOT.
  • the output variable of the limitation 11 is a volume flow qV2. If the value of the volume flow qV1 lies in the permissible range, then the value of the volume flow qV2 is equal to the value of the volume flow qV1.
  • the volume flow qV2 is converted into a PWM signal PWM1.
  • the PWM signal PWM1 represents the switch-on duration and the frequency fPWM corresponds to the frequency, for example 50 Hz. The conversion of the operating voltage and the pilot fuel pressure are taken into account.
  • the PWM signal PWM1 is the first input of a switch 13.
  • the second input of the switch 13 is a PWM signal PWM2.
  • the switch 13 is controlled via a function block 17 by means of a control signal SZ.
  • the output signal PWM of the switch 13 corresponds either to the signal PWM1 or to the signal PWM2.
  • the solenoid of the suction throttle is applied.
  • the high-pressure pump, the intake throttle and the rail correspond to a controlled system 14. From the rail, a consumption volume flow qV3 is discharged via the injectors. This closes the control loop.
  • This control loop is supplemented by the temporary PWM specification, which comprises a second filter 16 for calculating a second actual rail pressure pCR2 (IST) and the function block 17 for determining the actuating signal SZ.
  • the second filter 16 has a much smaller time constant than the first filter 15.
  • the functional block 17 is shown in FIG. 3 and is explained in connection therewith.
  • the input variables of the functional block 17 are a desired torque MSL, a desired injection quantity QSL and the target rotational speed nSL.
  • the power-determining signal therefore corresponds either to the setpoint torque MSL or the desired injection quantity QSL or the setpoint speed nSL.
  • an accelerator pedal position can also be used.
  • the switch 13 In control mode, the switch 13 is in the position a.
  • the PWM signal for acting on the controlled system 14 is determined by the pressure regulator 10. If the second actual rail pressure pCR2 (IST) exceeds a limit, the function block 17 changes the signal level of the control signal SZ, whereby the switch 13 is reversed to the position b. In the position b, a PWM value PWM2 which is increased compared to the normal mode is temporarily output via the PWM preset 18. In other words, it is changed from the control mode to the control mode.
  • the temporary PWM specification can-as shown-be implemented in a stepped manner with a first and a second time step of, for example, 10 ms each. After this period then switches the switch 13 back to position a. Thus, the control mode is set again. FIG.
  • the 3 shows the function block 17 for determining the actuating signal SZ, with which the position of the switch 13 is determined.
  • the input variables are the setpoint torque MSL 1, the set injection quantity QSL and the setpoint speed nSL.
  • the output variable is the actuating signal SZ.
  • a signal S1 determines which of the three input signals is used to determine the limit value (selection 19). Also via the signal S1 is determined which of the three characteristics 21 is activated.
  • the further description is made by way of example on the basis of the setpoint torque MSL.
  • the gradient GRAD of the setpoint torque MSL is determined, and a limit value GW is assigned to the gradient GRAD via the characteristic curve 21.
  • the characteristic curve 21 is shown in FIG. 4 and will be explained in connection therewith.
  • the limit value GW and the second actual rail pressure pCR2 (IST) are compared with one another. If the second actual rail pressure pCR2 (IST) exceeds the limit value GW, the control signal SZ is set, whereby the switch 13 changes to the position b. In position b, the temporary PWM default, ie the control mode, is activated.
  • FIG. 4 shows one of the three characteristic curves 21, here for the setpoint torque as input variable.
  • the abscissa shows the gradient GRAD in Nm / s.
  • the limit value GW is plotted in bar.
  • the characteristic curve 21 consists of an abscissa-parallel, first straight line section 22, a second straight line section 23 with a positive slope and an abscissa-parallel, third straight line section 24.
  • the basic idea of the invention is to design the limit value GW variably via the characteristic curve 21. If a high load is dropped during load shedding, the result is a very high negative gradient GRAD (GRAD ⁇ -60000 Nm / s) of the setpoint torque MSL.
  • a mean gradient GRAD (-60000 ⁇ GRAD ⁇ -25000 Nm / s), which is assigned via the second straight section 23, a corresponding limit.
  • FIG. 5 shows a load shedding as a time diagram.
  • FIG. 5 consists of the subfigures 5A to 5C.
  • FIG. 5A shows the course of the setpoint torque MSL over time.
  • FIG. 5B shows the course of the desired rail pressure pCR (SL) as a dot-dash line and the course of the rail pressure pCR (raw values) over time.
  • FIG. 5C shows the course of the PWM signal PWM over time.
  • the solid line indicates a course according to the prior art, whereas the dashed line indicates a course according to the invention. Further consideration was based on load shedding from 100% load to 50% load.
  • the setpoint torque MSL is reduced from 10,000 Nm to 5000 Nm after time t1. Since the target rail pressure pCR (SL) is calculated via a characteristic map as a function of the setpoint torque MSL and the actual speed, the setpoint rail pressure pCR (SL) decreases from 1800 bar to 1750 bar after the time t1 (FIG. 5B). The rail pressure pCR increases after load shedding. Due to the increasing, negative control deviation (FIG. 2: ep), the pressure regulator calculates an increasing PWM signal in the time range t1 / t2 in FIG. 5C. Due to the increasing PWM signal PWM, the suction throttle is actuated in the closing direction.
  • the temporary PWM boost is activated by first increasing the PWM signal to 100% and then to 50% duty cycle during the passage of two time stages.
  • the rail pressure pCR drops again, to about 1650 bar.
  • the control deviation therefore increases up to approximately 100 bar. If the rail pressure pCR drops below the setpoint rail pressure pCR (SL), then the time steps of the temporary PWM increase have already expired so that the control mode is reactivated. As a result of the resulting positive control deviation decreases the PWM duty cycle after the time t3 to the minimum value of 4%.
  • the gradient GRAD is calculated from the course of the setpoint torque MSL.
  • Characteristic curve 21 assigns a limit value of 1900 bar to the calculated gradient GRAD in this example. This limit value is shown in FIG. 5B as a timeline-parallel line 26.
  • the rail pressure pCR remains below this limit, so that the temporary PWM increase is not activated. It is therefore left in control mode. Due to the initially increasing control deviation, a maximum PWM value of 22% is output, that is to say the suction throttle is completely closed.
  • the rail pressure pCR (dashed line) approaches the target rail pressure pCR (SL) this time without vibrations.
  • FIG. 6 shows a reduced program flowchart of the method.
  • the control mode is activated.
  • the nominal rail pressure pCR (SL) and the first actual rail pressure pCR1 (IST) are read in and at S2 the control deviation ep is calculated.
  • the gradient GRAD of the power-determining signal is calculated.
  • the power-determining signal corresponds either to the setpoint torque MSL, the desired injection quantity QSL or the setpoint speed nSL.
  • the setpoint torque MSL and the desired injection quantity QSL correspond to the manipulated variable of a speed control loop.
  • Fig. 4: 21 determines a variable limit GW.
  • the control mode remains activated at S9 and the PWM signal still corresponds to the value PWM 1. Then the program sequence is ended.
  • query result S7 yes, the control mode is changed at S8 and the temporary PWM increase is activated while the PWM signal PWM corresponds to the signal PWM2. Thereafter, the program sequence is ended.

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)

Abstract

L'invention concerne un procédé de commande et de régulation d'un moteur à combustion interne (1) équipé d'un système à rampe commune, selon lequel la pression de rampe (pCR) est régulée en mode de fonctionnement normal par calcul d'un écart de régulation de la pression de rampe (pCR) et par détermination d'un signal PWM (PWM) pour commander le système asservi par l'intermédiaire d'un régulateur de pression à l'aide de l'écart de régulation. Un délestage est détecté lorsque la pression de rampe (pCR) est supérieure à une valeur limite et, lorsqu'un délestage est détecté, la pression de rampe (pCR) est commandée par réglage temporaire du signal PWM (PWM) à une valeur PWM accrue par rapport au mode de fonctionnement normal au moyen d'une spécification PWM. L'invention se caractérise en ce que la valeur limite pour activer la spécification PWM temporaire est calculée en fonction du gradient d'un signal déterminant la puissance.
PCT/EP2009/007988 2008-11-24 2009-11-09 Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune Ceased WO2010057587A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP09749024A EP2358987B1 (fr) 2008-11-24 2009-11-09 Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune
CN200980148029.1A CN102245885B (zh) 2008-11-24 2009-11-09 用于带有共轨系统的内燃机的控制和调节方法
US13/130,824 US9133786B2 (en) 2008-11-24 2009-11-09 Control and regulation method for an internal combustion engine having a common rail system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008058721.4 2008-11-24
DE102008058721A DE102008058721B4 (de) 2008-11-24 2008-11-24 Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem

Publications (1)

Publication Number Publication Date
WO2010057587A1 true WO2010057587A1 (fr) 2010-05-27

Family

ID=41624996

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/007988 Ceased WO2010057587A1 (fr) 2008-11-24 2009-11-09 Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune

Country Status (5)

Country Link
US (1) US9133786B2 (fr)
EP (1) EP2358987B1 (fr)
CN (1) CN102245885B (fr)
DE (1) DE102008058721B4 (fr)
WO (1) WO2010057587A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010029840B4 (de) * 2010-06-09 2023-03-23 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102011100187B3 (de) * 2011-05-02 2012-11-08 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10330466B3 (de) * 2003-07-05 2004-10-21 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Brennkraftmaschine
WO2005111402A1 (fr) * 2004-05-12 2005-11-24 Mtu Friedrichshafen Gmbh Procede pour reguler la pression d'un systeme d'injection a accumulateur
DE102005029138B3 (de) * 2005-06-23 2006-12-07 Mtu Friedrichshafen Gmbh Steuer- und Regelverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
DE102006040441B3 (de) * 2006-08-29 2008-02-21 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen des Öffnens eines passiven Druck-Begrenzungsventils
DE102006049266B3 (de) * 2006-10-19 2008-03-06 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen eines geöffneten passiven Druck-Begrenzungsventils

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3612175B2 (ja) * 1997-07-15 2005-01-19 株式会社日立製作所 筒内噴射エンジンの燃料圧力制御装置
DE10157641C2 (de) * 2001-11-24 2003-09-25 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung einer Brennkraftmaschine
DE10302263B3 (de) * 2003-01-22 2004-03-18 Mtu Friedrichshafen Gmbh Verfahren zur Drehzahl-Regelung einer Brennkraftmaschine
JP4088600B2 (ja) * 2004-03-01 2008-05-21 トヨタ自動車株式会社 増圧式燃料噴射装置の補正方法
DE102007056360B4 (de) * 2007-11-22 2014-06-12 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Brennkraftmaschine
DE102007060670B4 (de) * 2007-12-17 2009-11-19 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10330466B3 (de) * 2003-07-05 2004-10-21 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Brennkraftmaschine
WO2005111402A1 (fr) * 2004-05-12 2005-11-24 Mtu Friedrichshafen Gmbh Procede pour reguler la pression d'un systeme d'injection a accumulateur
DE102005029138B3 (de) * 2005-06-23 2006-12-07 Mtu Friedrichshafen Gmbh Steuer- und Regelverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
DE102006040441B3 (de) * 2006-08-29 2008-02-21 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen des Öffnens eines passiven Druck-Begrenzungsventils
DE102006049266B3 (de) * 2006-10-19 2008-03-06 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen eines geöffneten passiven Druck-Begrenzungsventils

Also Published As

Publication number Publication date
DE102008058721B4 (de) 2011-01-05
US20110231080A1 (en) 2011-09-22
EP2358987A1 (fr) 2011-08-24
EP2358987B1 (fr) 2012-09-19
US9133786B2 (en) 2015-09-15
DE102008058721A1 (de) 2010-05-27
CN102245885B (zh) 2014-08-27
CN102245885A (zh) 2011-11-16

Similar Documents

Publication Publication Date Title
DE102005029138B3 (de) Steuer- und Regelverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
EP2449242B1 (fr) Méthode de contrôle et de régulation de la pression du carburant d'un rail commun d'un moteur à combustion
DE102009031529B3 (de) Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE19731994B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102008036299B3 (de) Verfahren zur Druckregelung
EP2006521B1 (fr) Procédé de réglage de la pression du rail lors d'un processus de démarrage
DE102006049266B3 (de) Verfahren zum Erkennen eines geöffneten passiven Druck-Begrenzungsventils
DE102006040441B3 (de) Verfahren zum Erkennen des Öffnens eines passiven Druck-Begrenzungsventils
DE19731995B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10157641C2 (de) Verfahren zur Steuerung einer Brennkraftmaschine
EP2449240B1 (fr) Procédé de réglage de la pression du rail dans un système d'injection à rail commun d'un moteur à combustion
DE102009050469B4 (de) Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
EP2358988B1 (fr) Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune
EP2358987B1 (fr) Procédé de commande et de régulation d'un moteur à combustion interne équipé d'un système à rampe commune
EP2718556B1 (fr) Procédé de régulation de la pression de rampe
WO2019011839A1 (fr) Procédé pour le réglage de pression dans un système d'injection à haute pression d'un moteur à combustion interne, et moteur à combustion interne pour l'exécution d'un tel procédé
DE19604133A1 (de) Verfahren und Vorrichtung zur Steuerung eines Leistungsstellelements einer Antriebseinheit
DE19549226A1 (de) Verfahren und Vorrichtung zur Regelung und/oder Begrenzung der Geschwindigkeit eines Kraftfahrzeugs

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 200980148029.1

Country of ref document: CN

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09749024

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 13130824

Country of ref document: US

WWE Wipo information: entry into national phase

Ref document number: 2009749024

Country of ref document: EP