EP1436495B1 - Method, programme and control and/or regulating apparatus for operating a direct injection internal combustion engine - Google Patents

Method, programme and control and/or regulating apparatus for operating a direct injection internal combustion engine Download PDF

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Publication number
EP1436495B1
EP1436495B1 EP02769926A EP02769926A EP1436495B1 EP 1436495 B1 EP1436495 B1 EP 1436495B1 EP 02769926 A EP02769926 A EP 02769926A EP 02769926 A EP02769926 A EP 02769926A EP 1436495 B1 EP1436495 B1 EP 1436495B1
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EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
operating mode
high pressure
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EP02769926A
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German (de)
French (fr)
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EP1436495A1 (en
Inventor
Thomas Kruse
Jochen Gross
Kai-Uwe Grau
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Robert Bosch GmbH
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Robert Bosch 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
    • F02D41/30—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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes

Definitions

  • the invention firstly relates to a method for operating an internal combustion engine with direct injection, in which fuel is conveyed from at least one fuel pump into a high-pressure region of a fuel system, in which the fuel passes from the high-pressure region of the fuel system via at least one fuel injection device directly into at least one combustion chamber of the internal combustion engine , And in which the fuel pressure in the high pressure region of the fuel system depends on the current operating point of the internal combustion engine, wherein the fuel pressure in the high pressure region of the fuel system additionally depends on the operating mode in which the internal combustion engine is operated.
  • Such a method is described in DE 197 26 757 Al above. It is used in an internal combustion engine in which a fuel pump delivers the fuel under very high pressure into a fuel rail ("rail") in which the fuel is stored under high pressure. To the fuel manifold injectors are connected, which inject the fuel directly into the combustion chambers of the internal combustion engine.
  • the pressure in the fuel rail is detected by a pressure sensor which sends appropriate signals to a controller.
  • the control unit controls a quantity control valve, with which the amount of fuel delivered from the second fuel pump to the fuel rail can be influenced. In this way, a closed loop for adjusting the pressure in the fuel rail is formed.
  • a setpoint for the pressure in the fuel rail is formed from a map. This map is addressed with operating variables by which the current operating point of the internal combustion engine is characterized. These operating variables are, for example, the rotational speed of the crankshaft of the internal combustion engine and the desired torque of the internal combustion engine.
  • the pressure setpoint is predetermined depending on whether the internal combustion engine is in a homogeneous operation or a stratified operation. It has been found that the fuel pressure in the high-pressure region of the fuel system is an operating variable which, similar to, for example, the ignition angle, the injection timing, etc., has different effects on the combustion behavior of the fuel in the combustion chamber in the different operating modes of an internal combustion engine.
  • operating modes is understood to mean the different possibilities according to which an internal combustion engine can be operated with direct injection. These include, for example, the homogeneous operation, the shift operation, the homogeneous / stratified operation, an operation with and without exhaust gas recirculation, a homogeneous lean operation, etc ..
  • a homogeneous operation is understood to mean that the fuel enters the combustion chamber of the internal combustion engine in such a way that it essentially flows into it at the time of ignition is homogeneously distributed. This is the case especially during injection during the intake stroke.
  • an ignitable mixture is present only in the region of the spark plug in the combustion chamber, whereas only little or no fuel is present in the remaining combustion chamber.
  • the injection can also take place during the compression stroke.
  • the shift operation is preferably carried out at low load and at partial load of the internal combustion engine.
  • Object of the present invention is to develop a method of the type mentioned so that the internal combustion engine can be operated reliably and without torque fluctuations.
  • This object is achieved in a method of the type mentioned in that determined at a change from a first mode to a second mode of the fuel pressure in the high pressure range of the fuel system for a certain period of time still based on the first mode and / or kept constant becomes.
  • the invention is based on the consideration that during the switchover from one operating mode to another a sudden change in the desired value specification can be avoided should. This is because a sudden change in the fuel pressure in the high pressure region of the fuel system during the shift from one mode to another may possibly result in undefined high pressure fuel pressure. Such an undefined fuel pressure could possibly not match the other parameters of the new mode of operation, so that it may, though briefly, come to malfunction of the internal combustion engine, such as combustion misfires. This is avoided by the method according to the invention.
  • the also proposed "freezing" of the setpoint is particularly easy to implement.
  • a nominal value for the fuel pressure in the high-pressure region of the fuel system is determined at least temporarily by means of a characteristic map specific to the respective operating mode, which is addressed with variables characteristic of the current operating point.
  • a corresponding characteristic map is available for each operating mode with which the desired value for the fuel pressure in the high-pressure region of the fuel system is determined.
  • variables characteristic of the operating point include the rotational speed of a crankshaft of the internal combustion engine and a desired torque of the internal combustion engine. These are generally present anyway, so to capture the current Operating point no additional sensors are required.
  • the nominal value of the fuel pressure in the high-pressure region of the fuel system is determined or kept constant on the basis of the first operating mode until the second operating mode is stable. This is generally the case after a few burns, for example after about ten burns of the internal combustion engine.
  • the desired value of the fuel pressure in the high-pressure region of the fuel system is brought to the value corresponding to the new operating mode via a ramp or a filter. This again avoids that there is an abrupt change in the setpoint specification for the fuel pressure in the high-pressure region of the fuel system. This could result in an abrupt change in the combustion of the fuel in the combustion chamber of the internal combustion engine with a corresponding loss of comfort for the user.
  • the invention also relates to a computer program suitable for carrying out the above method when executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory or on a ferrite RAM.
  • control and / or regulating device for operating an internal combustion engine.
  • the control and / or regulating device comprises a memory, on which a computer program of the above type is stored.
  • an internal combustion engine carries the reference number 10 as a whole. It comprises a fuel system 12.
  • the fuel system 12 includes i.a. From this, an electric fuel pump 16 conveys the fuel via a low-pressure fuel line 17 to a high-pressure fuel pump 18. From there, the fuel passes under high pressure into a fuel rail 20 ("rail"). At this several injectors 22 are connected. The injectors 22 inject the fuel directly into combustion chambers 24.
  • the amount of fuel delivered from the high pressure fuel pump 18 to the fuel rail 20 is adjusted by a quantity control valve 26.
  • This connects in the open state a working space (not shown) of the high pressure fuel pump 18 with the low pressure fuel line 17. If the quantity control valve 26 is opened during a delivery stroke of the high pressure fuel pump 18, the fuel is not in the fuel rail 20, but back conveyed into the low-pressure fuel line 17. By the time period during which the quantity control valve 26 is opened during a conveyance stroke of the high-pressure fuel pump 18 Thus, the amount of fuel delivered into the fuel rail 20 and ultimately the fuel pressure prevailing in the fuel rail 20 can be influenced.
  • the fuel rail 20, the pressure sensor 28, the control and regulating device 30 and the quantity control valve 26 thus form a closed loop.
  • the fuel pressure in the fuel rail 20 of the fuel system 12 is detected by a pressure sensor 28. This provides corresponding signals to a control and regulating device 30.
  • the internal combustion engine 10 also includes an accelerator pedal 32 whose position is tapped by a position sensor 34. The position sensor 34 is also connected to the control and regulating device 30.
  • the speed of a crankshaft (not shown) of the internal combustion engine 10 is detected by a speed sensor 36, which also transmits corresponding signals to the control and regulating device 30.
  • the internal combustion engine 10 can be operated in different modes. For example, it is possible for the internal combustion engine 10 to operate at low rotational speeds and / or low nominal torque in the "shift" operating mode. In this case, the fuel is injected through the injectors 22 into the combustion chambers 24 in such a way that they are stratified in them. This means that substantially only in the region of a spark plug (not shown) an ignitable fuel mixture is present. In contrast, in the "homogeneous" mode of operation, the fuel is injected in such a way that it is distributed homogeneously overall in the combustion chambers 24.
  • the internal combustion engine 10 can be operated in three different operating modes B1, B2 and B3.
  • a map KF1, KF2 and KF3 is stored in a memory of the control and regulating device 30.
  • the maps KF1 - KF3 are addressed on the one hand by the speed nmot, which is detected by the speed sensor 36, and on the other hand by the target torque Md, which is determined from the position wped of the accelerator pedal 32.
  • the engine 10 operates in the mode B1 (see Fig. 3).
  • a control which will not be described in further detail here, that conditions exist which justify switching to operating mode B2. Therefore, it is now switched to the operating mode B2. This includes, for example, a shift of the ignition timing, the injection timing, the opening of a valve for exhaust gas recirculation, the change in the position of a throttle valve, etc.
  • a delay element is started in block 50. This causes that is switched in a switching block 52 only after expiry of a waiting time T1 from the map KF1 on the map KF2. Until the end of the time T1 is thus further used the setpoint prsollKF1 generated in the map KF1 as the setpoint prsoll for the fuel pressure in the fuel rail 20 of the fuel system 12.
  • the setpoint prsollKF2 generated in the map KF2 is forwarded from the switching block 52 to a filter 54.
  • the setpoint value prsoll is adjusted via a ramp from the value prsollKF1 generated in the old characteristic field KF1 to the value prsollKF2 generated in the new characteristic field KF2.
  • the duration of the ramp provided by the filter 54 is designated T2 in FIG.
  • the setpoint value prsoll for the fuel pressure is fed to a regulator 56, into which the actual value prist of the fuel pressure detected by the pressure sensor 28 is also fed.
  • a corresponding signal is generated, with which the quantity control valve 26 is driven.
  • the old map is not used for a certain time after the start of the switching from one mode to another, but instead held constant the setpoint of the fuel pressure in the high pressure region of the fuel system for a certain period of time.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

In an internal combustion engine, fuel is delivered by at least a fuel pump in a high pressure zone of the fuel system. From the high pressure zone of the fuel system, the fuel reaches directly at least a combustion chamber of the internal combustion engine via at least a fuel injection device. The fuel pressure (prist) in the high pressure zone (20) of the fuel system depends on the effective operating point (nmot, Md). According to the present invention, in order to optimize the behaviour of fuel consumption and exhaust gas emission of the internal combustion engine, the fuel pressure (prist) in the high pressure zone (20) of the fuel system further depends on the operating mode (B1, B2, B3) of the internal combustion engine.

Description

Stand der TechnikState of the art

Die Erfindung betrifft zunächst ein Verfahren zum Betreiben einer Brennkraftmaschine mit Direkteinspritzung, bei dem Kraftstoff von mindestens einer Kraftstoffpumpe in einen Hochdruckbereich eines Kraftstoffsystems gefördert wird, bei dem der Kraftstoff vom Hochdruckbereich des Kraftstoffsystems über mindestens eine Kraftstoff-Einspritzvorrichtung direkt in mindestens einen Brennraum der Brennkraftmaschine gelangt, und bei dem der Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems vom aktuellen Betriebspunkt der Brennkraftmaschine abhängt, wobei der Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems zusätzlich von der Betriebsart abhängt, in der die Brennkraftmaschine betrieben wird.The invention firstly relates to a method for operating an internal combustion engine with direct injection, in which fuel is conveyed from at least one fuel pump into a high-pressure region of a fuel system, in which the fuel passes from the high-pressure region of the fuel system via at least one fuel injection device directly into at least one combustion chamber of the internal combustion engine , And in which the fuel pressure in the high pressure region of the fuel system depends on the current operating point of the internal combustion engine, wherein the fuel pressure in the high pressure region of the fuel system additionally depends on the operating mode in which the internal combustion engine is operated.

Ein solches Verfahren ist in der DE 197 26 757 Al vorbeschrieben. Es wird bei einer Brennkraftmaschine verwendet, bei der eine Kraftstoffpumpe den Kraftstoff unter sehr hohem Druck in eine Kraftstoff-Sammelleitung ("Rail") fördert, in der der Kraftstoff unter hohem Druck gespeichert ist. An die Kraftstoff-Sammelleitung sind Injektoren angeschlossen, welche den Kraftstoff direkt in Brennräume der Brennkraftmaschine einspritzen.Such a method is described in DE 197 26 757 Al above. It is used in an internal combustion engine in which a fuel pump delivers the fuel under very high pressure into a fuel rail ("rail") in which the fuel is stored under high pressure. To the fuel manifold injectors are connected, which inject the fuel directly into the combustion chambers of the internal combustion engine.

Der Druck in der Kraftstoff-Sammelleitung wird von einem Drucksensor erfasst, welcher entsprechende Signale an ein Steuergerät leitet. Das Steuergerät steuert ein Mengensteuerventil an, mit dem die von der zweiten Kraftstoffpumpe zur Kraftstoff-Sammelleitung hin geförderte Kraftstoffmenge beeinflusst werden kann. Auf diese Weise wird ein geschlossener Regelkreis zur Einstellung des Druckes in der Kraftstoff-Sammelleitung gebildet. Bei dem bekannten Verfahren wird ein Sollwert für den Druck in der Kraftstoff-Sammelleitung aus einem Kennfeld gebildet. Dieses Kennfeld wird mit Betriebsgrößen adressiert, durch welche der aktuelle Betriebspunkt der Brennkraftmaschine charakterisiert wird. Bei diesen Betriebsgrößen handelt es sich beispielsweise um die Drehzahl der Kurbelwelle der Brennkraftmaschine und das Soll-Drehmoment der Brennkraftmaschine.The pressure in the fuel rail is detected by a pressure sensor which sends appropriate signals to a controller. The control unit controls a quantity control valve, with which the amount of fuel delivered from the second fuel pump to the fuel rail can be influenced. In this way, a closed loop for adjusting the pressure in the fuel rail is formed. In the known method, a setpoint for the pressure in the fuel rail is formed from a map. This map is addressed with operating variables by which the current operating point of the internal combustion engine is characterized. These operating variables are, for example, the rotational speed of the crankshaft of the internal combustion engine and the desired torque of the internal combustion engine.

Ferner wird der Drucksollwert in Abhängigkeit davon vorgegeben, ob sich die Brennkraftmaschine in einem Homogenbetrieb oder einem Schichtbetrieb befindet. Es wurde festgestellt, dass der Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems eine Betriebsgröße ist, welche, ähnlich wie beispielsweise der Zündwinkel, der Einspritzzeitpunkt usw., in den unterschiedlichen Betriebsarten einer Brennkraftmaschine unterschiedliche Einflüsse auf das Verbrennungsverhalten des Kraftstoffes im Brennraum hat. Unter dem Begriff "Betriebsarten" werden die unterschiedlichen Möglichkeiten verstanden, nach denen eine Brennkraftmaschine mit Direkteinspritzung betrieben werden kann. Hierzu gehört beispielsweise der Homogenbetrieb, der Schichtbetrieb, der Homogen- /Schichtbetrieb, ein Betrieb mit und ohne Abgasrückführung, ein Homogen-Magerbetrieb usw..Furthermore, the pressure setpoint is predetermined depending on whether the internal combustion engine is in a homogeneous operation or a stratified operation. It has been found that the fuel pressure in the high-pressure region of the fuel system is an operating variable which, similar to, for example, the ignition angle, the injection timing, etc., has different effects on the combustion behavior of the fuel in the combustion chamber in the different operating modes of an internal combustion engine. The term "operating modes" is understood to mean the different possibilities according to which an internal combustion engine can be operated with direct injection. These include, for example, the homogeneous operation, the shift operation, the homogeneous / stratified operation, an operation with and without exhaust gas recirculation, a homogeneous lean operation, etc ..

Dabei wird wiederum unter einem Homogenbetrieb verstanden, dass der Kraftstoff so in den Brennraum der Brennkraftmaschine gelangt, dass er in diesem zum Zündzeitpunkt im Wesentlichen homogen verteilt vorliegt. Dies ist vor allem bei einer Einspritzung während des Ansaugtaktes der Fall. In einem Schichtbetrieb der Brennkraftmaschine liegt dagegen nur im Bereich der Zündkerze im Brennraum ein zündfähiges Gemisch vor, wohingegen im restlichen Brennraum nur wenig oder überhaupt kein Kraftstoff vorhanden ist. Im Schichtbetrieb kann die Einspritzung auch während des Kompressionstaktes erfolgen. Der Schichtbetrieb wird vorzugsweise bei geringer Last und bei Teillast der Brennkraftmaschine durchgeführt.Here again, a homogeneous operation is understood to mean that the fuel enters the combustion chamber of the internal combustion engine in such a way that it essentially flows into it at the time of ignition is homogeneously distributed. This is the case especially during injection during the intake stroke. In a shift operation of the internal combustion engine, by contrast, an ignitable mixture is present only in the region of the spark plug in the combustion chamber, whereas only little or no fuel is present in the remaining combustion chamber. In stratified operation, the injection can also take place during the compression stroke. The shift operation is preferably carried out at low load and at partial load of the internal combustion engine.

Indem diese unterschiedlichen Betriebsarten bei der Bestimmung des Kraftstoffdrucks im Hochdruckbereich des Kraftstoffsystems berücksichtigt werden, kann für jede Betriebsart ein optimaler Kraftstoffdruck und können letztlich optimale Verbrennungsbedingungen des Kraftstoffs im Brennraum erzielt werden. Hierdurch wird das Verbrauchs- und Abgasverhalten der Brennkraftmaschine verbessert.By taking into account these different operating modes in the determination of the fuel pressure in the high-pressure region of the fuel system, an optimum fuel pressure can be achieved for each operating mode and ultimately optimum combustion conditions of the fuel in the combustion chamber can be achieved. As a result, the fuel consumption and exhaust gas performance of the internal combustion engine is improved.

Aufgabe der vorliegenden Erfindung ist es, ein Verfahren der eingangs genannten Art so weiterzubilden, dass die Brennkraftmaschine zuverlässig und ohne Drehmomentschwankungen betrieben werden kann.Object of the present invention is to develop a method of the type mentioned so that the internal combustion engine can be operated reliably and without torque fluctuations.

Diese Aufgabe wird bei einem Verfahren der eingangs genannten Art dadurch gelöst, dass bei einem Wechsel von einer ersten Betriebsart in eine zweite Betriebsart der Sollwert des Kraftstoffdrucks im Hochdruckbereich des Kraftstoffsystems für eine bestimmte Zeitdauer noch auf der Basis der ersten Betriebsart bestimmt und/oder konstant gehalten wird.This object is achieved in a method of the type mentioned in that determined at a change from a first mode to a second mode of the fuel pressure in the high pressure range of the fuel system for a certain period of time still based on the first mode and / or kept constant becomes.

Vorteile der ErfindungAdvantages of the invention

Der Erfindung liegt die Überlegung zugrunde, dass während des Umschaltens von einer Betriebsart in eine andere eine plötzliche Änderung der Sollwertvorgabe vermieden werden sollte. Dies hängt damit zusammen, dass eine plötzliche Änderung des Kraftstoffdrucks im Hochdruckbereich des Kraftstoffsystems während des Umschaltvorganges von einer Betriebsart in eine andere Betriebsart möglicherweise zu einem nicht definierten Kraftstoffdruck im Hochdruckbereich führen könnte. Ein derartiger undefinierter Kraftstoffdruck könnte u.U. mit den anderen Parametern der neuen Betriebsart nicht zusammenpassen, so dass es, wenn auch kurzzeitig, zu Betriebsstörungen der Brennkraftmaschine kommen kann, wie beispielsweise zu Verbrennungsaussetzern. Dies wird durch das erfindungsgemäße Verfahren vermieden. Dabei ist das ebenfalls vorgeschlagene "Einfrieren" des Sollwerts besonders einfach zu realisieren.The invention is based on the consideration that during the switchover from one operating mode to another a sudden change in the desired value specification can be avoided should. This is because a sudden change in the fuel pressure in the high pressure region of the fuel system during the shift from one mode to another may possibly result in undefined high pressure fuel pressure. Such an undefined fuel pressure could possibly not match the other parameters of the new mode of operation, so that it may, though briefly, come to malfunction of the internal combustion engine, such as combustion misfires. This is avoided by the method according to the invention. The also proposed "freezing" of the setpoint is particularly easy to implement.

Vorteilhafte Weiterbildungen der Erfindung sind in Unteransprüchen angegeben.Advantageous developments of the invention are specified in subclaims.

Bei einer ersten vorteilhaften Ausgestaltung des erfindungsgemäßen Verfahrens wird vorgeschlagen, dass ein Sollwert für den Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems mindestens zeitweise mittels eines für die jeweilige Betriebsart spezifischen Kennfeldes bestimmt wird, welches mit für den aktuellen Betriebspunkt charakteristischen Größen adressiert wird. Bei dieser Weiterbildung des erfindungsgemäßen Verfahrens ist für jede Betriebsart ein entsprechendes Kennfeld vorhanden, mit dem der Sollwert für den Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems bestimmt wird. Eine derartige Methode zur Bestimmung des Sollwerts für den Kraftstoffdruck ist sehr genau und softwaretechnisch leicht zu realisieren.In a first advantageous embodiment of the method according to the invention, it is proposed that a nominal value for the fuel pressure in the high-pressure region of the fuel system is determined at least temporarily by means of a characteristic map specific to the respective operating mode, which is addressed with variables characteristic of the current operating point. In this development of the method according to the invention, a corresponding characteristic map is available for each operating mode with which the desired value for the fuel pressure in the high-pressure region of the fuel system is determined. Such a method for determining the target value for the fuel pressure is very accurate and software technically easy to implement.

Dabei wird besonders bevorzugt, wenn die für den Betriebspunkt charakteristischen Größen die Drehzahl einer Kurbelwelle der Brennkraftmaschine und ein Soll-Drehmoment der Brennkraftmaschine umfassen. Diese liegen im Allgemeinen sowieso vor, so dass zur Erfassung des aktuellen Betriebspunktes keine zusätzlichen Sensoren erforderlich sind.It is particularly preferred if the variables characteristic of the operating point include the rotational speed of a crankshaft of the internal combustion engine and a desired torque of the internal combustion engine. These are generally present anyway, so to capture the current Operating point no additional sensors are required.

Ferner ist es günstig, wenn der Sollwert des Kraftstoffdrucks im Hochdruckbereich des Kraftstoffsystems noch so lange auf der Basis der ersten Betriebsart bestimmt oder konstant gehalten wird, bis die zweite Betriebsart stabil vorliegt. Dies ist im Allgemeinen nach einigen Verbrennungen, beispielsweise nach ungefähr zehn Verbrennungen bzw. Arbeitsspielen der Brennkraftmaschine, der Fall.Furthermore, it is favorable if the nominal value of the fuel pressure in the high-pressure region of the fuel system is determined or kept constant on the basis of the first operating mode until the second operating mode is stable. This is generally the case after a few burns, for example after about ten burns of the internal combustion engine.

In bevorzugter Ausgestaltung des erfindungsgemäßen Verfahrens wird auch vorgeschlagen, dass der Sollwert des Kraftstoffdrucks im Hochdruckbereich des Kraftstoffsystems über eine Rampe oder einen Filter auf den der neuen Betriebsart entsprechenden Wert gebracht wird. Hierdurch wird nochmals vermieden, dass es zu einer abrupten Änderung der Sollwertvorgabe für den Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems kommt. Dies könnte eine abrupte Änderung der Verbrennung des Kraftstoffs im Brennraum der Brennkraftmaschine mit einer entsprechenden Komforteinbuße für den Benutzer zur Folge haben.In a preferred embodiment of the method according to the invention, it is also proposed that the desired value of the fuel pressure in the high-pressure region of the fuel system is brought to the value corresponding to the new operating mode via a ramp or a filter. This again avoids that there is an abrupt change in the setpoint specification for the fuel pressure in the high-pressure region of the fuel system. This could result in an abrupt change in the combustion of the fuel in the combustion chamber of the internal combustion engine with a corresponding loss of comfort for the user.

Dabei wird besonders bevorzugt, wenn während des Umschaltvorgangs von der ersten Betriebsart in die zweite Betriebsart bereits Werte für den der neuen Betriebsart entsprechenden Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems bestimmt werden. Hierdurch stehen die entsprechenden Werte sofort und stabil zur Verfügung, so dass die Anpassung des Kraftstoffdrucks an die neue Betriebsart zügig erfolgen kann.It is particularly preferred if during the switching from the first mode to the second Mode already values for the new operating mode corresponding fuel pressure in the high pressure region of the fuel system can be determined. As a result, the corresponding values are immediately and stably available so that the adjustment of the fuel pressure to the new operating mode can be carried out quickly.

Die Erfindung betrifft auch ein Computerprogramm, welches zur Durchführung des obigen Verfahrens geeignet ist, wenn es auf einem Computer ausgeführt wird. Dabei wird besonders bevorzugt, wenn das Computerprogramm auf einem Speicher, insbesondere auf einem Flash-Memory oder auf einem Ferrit-RAM, abgespeichert ist.The invention also relates to a computer program suitable for carrying out the above method when executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory or on a ferrite RAM.

Weiterhin betrifft die Erfindung ein Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine. Um den Betrieb der Brennkraftmaschine verbrauchs- und emissionsoptimal durchführen zu können, wird vorgeschlagen, dass das Steuer- und/oder Regelgerät einen Speicher urnf asst, auf dem ein Computerprogramm der obigen Art abgespeichert ist.Furthermore, the invention relates to a control and / or regulating device for operating an internal combustion engine. In order to carry out the operation of the internal combustion engine consumption and emission optimal, it is proposed that the control and / or regulating device comprises a memory, on which a computer program of the above type is stored.

Zeichnungdrawing

Nachfolgend wird ein besonders bevorzugtes Ausführungsbeispiel der vorliegenden Erfindung unter Bezugnahme auf die beiliegende Zeichnung im Detail erläutert. In der Zeichnung zeigen:

Fig. 1:
eine Prinzipdarstellung des Aufbaus einer Brennkraftmaschine, welche ein Kraftstoffsystem mit einem Hochdruckbereich umfasst;
Fig. 2:
ein Flussdiagramm, in dem ein Verfahren zur betriebsartenabhängigen Sollwertvorgabe des Kraftstoffdrucks im Hochdruckbereich des Kraftstoffsystems von Fig. 1 dargestellt ist;
Fig. 3:
ein Diagramm, in dem der Betriebsarten-Schaltzustand der Brennkraftmaschine von Fig. 1 über der Zeit aufgetragen ist; und
Fig. 4:
ein Diagramm, in dem der Soll-Kraftstoffdruck im Hochdruckbereich des Kraftstoffsystems der Brennkraftmaschine von Fig. 1 über der Zeit aufgetragen ist.
Hereinafter, a particularly preferred embodiment of the present invention will be explained in detail with reference to the accompanying drawings. In the drawing show:
Fig. 1:
a schematic diagram of the structure of an internal combustion engine, which includes a fuel system with a high-pressure region;
Fig. 2:
a flowchart in which a method for mode-dependent setpoint specification of the fuel pressure in the high pressure region of Fuel system of Figure 1 is shown.
3:
a diagram in which the mode switching state of the internal combustion engine of Figure 1 is plotted against time. and
4:
a diagram in which the target fuel pressure in the high pressure region of the fuel system of the internal combustion engine of FIG. 1 is plotted over time.

Beschreibung des AusführungsbeispielsDescription of the embodiment

In Fig. 1 trägt eine Brennkraftmaschine insgesamt das Bezugszeichen 10. Sie umfasst ein Kraftstoffsystem 12. Zum Kraftstoffsystem 12 gehört u.a. ein Kraftstoffbehälter 14. Aus diesem fördert eine elektrische Kraftstoffpumpe 16 den Kraftstoff über eine Niederdruck-Kraftstoffleitung 17 zu einer Hochdruck-Kraftstoffpumpe 18. Von dort gelangt der Kraftstoff unter hohem Druck in eine Kraftstoff-Sammelleitung 20 ("Rail"). An diese sind mehrere Injektoren 22 angeschlossen. Die Injektoren 22 spritzen den Kraftstoff direkt in Brennräume 24 ein.In Fig. 1, an internal combustion engine carries the reference number 10 as a whole. It comprises a fuel system 12. The fuel system 12 includes i.a. From this, an electric fuel pump 16 conveys the fuel via a low-pressure fuel line 17 to a high-pressure fuel pump 18. From there, the fuel passes under high pressure into a fuel rail 20 ("rail"). At this several injectors 22 are connected. The injectors 22 inject the fuel directly into combustion chambers 24.

Die Menge des von der Hochdruck-Kraftstoffpumpe 18 zur Kraftstoff-Sammelleitung 20 geförderten Kraftstoffs wird durch ein Mengensteuerventil 26 eingestellt. Dieses verbindet im geöffneten Zustand einen Arbeitsraum (nicht dargestellt) der Hochdruck-Kraftstoffpumpe 18 mit der Niederdruck-Kraftstoffleitung 17. Ist das Mengensteuerventil 26 während eines Förderhubs der Hochdruck-Kraftstoffpumpe 18 geöffnet, wird der Kraftstoff nicht in die Kraftstoff-Sammelleitung 20, sondern zurück in die Niederdruck-Kraftstoffleitung 17 gefördert. Durch die Zeitdauer, während der das Mengensteuerventil 26 während eines Fördertakts der Hochdruck-Kraftstoffpumpe 18 geöffnet ist, kann so die in die Kraftstoff-Sammelleitung 20 geförderte Kraftstoffmenge und letztlich der in der Kraftstoff-Sammelleitung 20 herrschende Kraftstoffdruck beeinflusst werden. Die Kraftstoff-Sammelleitung 20, der Drucksensor 28, das Steuer- und Regelgerät 30 und das Mengensteuerventil 26 bilden somit einen geschlossenen Regelkreis.The amount of fuel delivered from the high pressure fuel pump 18 to the fuel rail 20 is adjusted by a quantity control valve 26. This connects in the open state a working space (not shown) of the high pressure fuel pump 18 with the low pressure fuel line 17. If the quantity control valve 26 is opened during a delivery stroke of the high pressure fuel pump 18, the fuel is not in the fuel rail 20, but back conveyed into the low-pressure fuel line 17. By the time period during which the quantity control valve 26 is opened during a conveyance stroke of the high-pressure fuel pump 18 Thus, the amount of fuel delivered into the fuel rail 20 and ultimately the fuel pressure prevailing in the fuel rail 20 can be influenced. The fuel rail 20, the pressure sensor 28, the control and regulating device 30 and the quantity control valve 26 thus form a closed loop.

Der Kraftstoffdruck in der Kraftstoff-Sammelleitung 20 des Kraftstoffsystems 12 wird von einem Drucksensor 28 erfasst. Dieser liefert entsprechende Signale an ein Steuer- und Regelgerät 30. Die Brennkraftmaschine 10 umfasst auch ein Gaspedal 32, dessen Stellung von einem Stellungsgeber 34 abgegriffen wird. Der Stellungsgeber 34 ist ebenfalls mit dem Steuer- und Regelgerät 30 verbunden. Die Drehzahl einer Kurbelwelle (nicht dargestellt) der Brennkraftmaschine 10 wird von einem Drehzahlsensor 36 erfasst, der ebenfalls entsprechende Signale an das Steuer- und Regelgerät 30 übermittelt.The fuel pressure in the fuel rail 20 of the fuel system 12 is detected by a pressure sensor 28. This provides corresponding signals to a control and regulating device 30. The internal combustion engine 10 also includes an accelerator pedal 32 whose position is tapped by a position sensor 34. The position sensor 34 is also connected to the control and regulating device 30. The speed of a crankshaft (not shown) of the internal combustion engine 10 is detected by a speed sensor 36, which also transmits corresponding signals to the control and regulating device 30.

Die Brennkraftmaschine 10 kann in unterschiedlichen Betriebsarten betrieben werden. So ist es beispielsweise möglich, dass die Brennkraftmaschine 10 bei niedrigen Drehzahlen und/oder geringem Soll-Drehmoment in der Betriebsart "Schicht" arbeitet. Dabei wird der Kraftstoff durch die Injektoren 22 so in die Brennräume 24 eingespritzt, dass er in diesen geschichtet vorliegt. Dies bedeutet, dass im Wesentlichen nur im Bereich einer Zündkerze (nicht dargestellt) ein zündfähiges Kraftstoffgemisch vorliegt. In der Betriebsart "Homogen" dagegen wird der Kraftstoff so eingespritzt, dass er in den Brennräumen 24 insgesamt homogen verteilt ist.The internal combustion engine 10 can be operated in different modes. For example, it is possible for the internal combustion engine 10 to operate at low rotational speeds and / or low nominal torque in the "shift" operating mode. In this case, the fuel is injected through the injectors 22 into the combustion chambers 24 in such a way that they are stratified in them. This means that substantially only in the region of a spark plug (not shown) an ignitable fuel mixture is present. In contrast, in the "homogeneous" mode of operation, the fuel is injected in such a way that it is distributed homogeneously overall in the combustion chambers 24.

In jeder Betriebsart sind unterschiedliche Betriebspunkte möglich. Diese werden beispielsweise durch die Drehzahl der Kurbelwelle der Brennkraftmaschine 10 und das Soll-Drehmoment definiert. Bei der in Fig. 1 dargestellten Brennkraftmaschine 10 hängt der Sollwert des Kraftstoffdrucks in der Kraftstoff-Sammelleitung 20 einerseits von der Betriebsart und andererseits vom Betriebspunkt der Brennkraftmaschine 10 ab. Dies wird nun anhand des in Fig. 2 dargestellten Verfahrens näher erläutert:Different operating points are possible in each operating mode. These are, for example, by the rotational speed of the crankshaft of the internal combustion engine 10 and the desired torque Are defined. In the internal combustion engine 10 shown in FIG. 1, the desired value of the fuel pressure in the fuel collecting line 20 depends on the one hand on the mode and on the other hand on the operating point of the internal combustion engine 10. This will now be explained in more detail with reference to the method shown in FIG. 2:

Bei dem in Fig. 2 dargestellten Verfahren wird beispielhaft davon ausgegangen, dass die Brennkraftmaschine 10 in drei unterschiedlichen Betriebsarten B1, B2 und B3 betrieben werden kann. Für jede Betriebsart ist in einem Speicher des Steuer- und Regelgeräts 30 ein Kennfeld KF1, KF2 und KF3 abgelegt. Die Kennfelder KF1 - KF3 werden einerseits von der Drehzahl nmot, welche vom Drehzahlsensor 36 erfasst wird, und andererseits vom Soll-Drehmoment Md adressiert, welches aus der Stellung wped des Gaspedals 32 ermittelt wird.2, it is assumed by way of example that the internal combustion engine 10 can be operated in three different operating modes B1, B2 and B3. For each operating mode, a map KF1, KF2 and KF3 is stored in a memory of the control and regulating device 30. The maps KF1 - KF3 are addressed on the one hand by the speed nmot, which is detected by the speed sensor 36, and on the other hand by the target torque Md, which is determined from the position wped of the accelerator pedal 32.

Bei dem vorliegenden Ausführungsbeispiel wird zunächst angenommen, dass die Brennkraftmaschine 10 in der Betriebsart B1 arbeitet (vgl. Fig. 3). Zum Zeitpunkt t1 wird nun von einer hier nicht weiter im Detail erläuterten Steuerung entschieden, dass Bedingungen vorliegen, welche ein Umschalten auf die Betriebsart B2 rechtfertigen. Daher wird nun auf die Betriebsart B2 umgeschaltet. Dies beinhaltet beispielsweise eine Verschiebung des Zündzeitpunktes, des Einspritzzeitpunktes, das Öffnen eines Ventils zur Abgasrückführung, die Veränderung der Stellung einer Drosselklappe usw..In the present embodiment, it is first assumed that the engine 10 operates in the mode B1 (see Fig. 3). At time t1, it is now decided by a control, which will not be described in further detail here, that conditions exist which justify switching to operating mode B2. Therefore, it is now switched to the operating mode B2. This includes, for example, a shift of the ignition timing, the injection timing, the opening of a valve for exhaust gas recirculation, the change in the position of a throttle valve, etc.

Mit dem Beginn der Umschaltung von der Betriebsart B1 auf die Betiebsart B2 wird im Block 50 ein Verzögerungsglied gestartet. Dieses bewirkt, dass in einem Schaltblock 52 erst nach Ablauf einer Wartezeit T1 vom Kennfeld KF1 auf das Kennfeld KF2 umgeschaltet wird. Bis zum Ablauf der Zeit T1 wird also weiterhin der im Kennfeld KF1 erzeugte Sollwert prsollKF1 als Sollwert prsoll für den Kraftstoffdruck in der Kraftstoff-Sammelleitung 20 des Kraftstoffsystems 12 verwendet.With the beginning of the switchover from the operating mode B1 to the operating mode B2, a delay element is started in block 50. This causes that is switched in a switching block 52 only after expiry of a waiting time T1 from the map KF1 on the map KF2. Until the end of the time T1 is thus further used the setpoint prsollKF1 generated in the map KF1 as the setpoint prsoll for the fuel pressure in the fuel rail 20 of the fuel system 12.

Erst nach Ablauf der Zeitdauer T1 schaltet der Block 52 auf das der neuen Betriebsart B2 entsprechende Kennfeld KF2 um. Dann wird der im Kennfeld KF2 erzeugte Sollwert prsollKF2 vom Umschaltblock 52 an einen Filter 54 weitergeleitet. In diesem wird der Sollwert prsoll über eine Rampe vom im alten Kennfeld KF1 erzeugten Wert prsollKF1 auf den im neuen Kennfeld KF2 erzeugten Wert prsollKF2 angepasst. Hierdurch wird eine sprunghafte Änderung des Soll-Kraftstoffdruckes prsoll verhindert (vgl. Fig. 4). Die Zeitdauer der Rampe, welche durch den Filter 54 geschaffen wird, ist in Fig. 4 mit T2 bezeichnet.Only after expiration of the time period T1 of the block 52 switches to the new operating mode B2 corresponding map KF2. Then, the setpoint prsollKF2 generated in the map KF2 is forwarded from the switching block 52 to a filter 54. Here, the setpoint value prsoll is adjusted via a ramp from the value prsollKF1 generated in the old characteristic field KF1 to the value prsollKF2 generated in the new characteristic field KF2. As a result, a sudden change in the desired fuel pressure prsoll is prevented (compare FIG. 4). The duration of the ramp provided by the filter 54 is designated T2 in FIG.

Der Sollwert prsoll für den Kraftstoffdruck wird in einen Regler 56 eingespeist, in den auch der vom Drucksensor 28 erfasste Istwert prist des Kraftstoffdrucks eingespeist wird. Im Regler 46 wird ein entsprechendes Signal erzeugt, mit dem das Mengensteuerventil 26 angesteuert wird.The setpoint value prsoll for the fuel pressure is fed to a regulator 56, into which the actual value prist of the fuel pressure detected by the pressure sensor 28 is also fed. In the controller 46, a corresponding signal is generated, with which the quantity control valve 26 is driven.

In einem nicht dargestellten Ausführungsbeispiel wird nach dem Beginn des Umschaltvorganges von einer Betriebsart auf die andere für eine bestimmte Zeit nicht das alte Kennfeld verwendet, sondern stattdessen der Sollwert des Kraftstoffdrucks im Hochdruckbereich des Kraftstoffsystems für eine bestimmte Zeitdauer konstant gehalten.In a non-illustrated embodiment, the old map is not used for a certain time after the start of the switching from one mode to another, but instead held constant the setpoint of the fuel pressure in the high pressure region of the fuel system for a certain period of time.

Claims (9)

  1. Method for operating an internal combustion engine (10) having direct injection, in which fuel is supplied by at least one fuel pump (18) into a high pressure region (20) of a fuel system (12), in which the fuel arrives directly in at least one combustion space (24) of the internal combustion engine (10) from the high pressure region (20) of the fuel system (12) via at least one fuel injection device (22), and in which the fuel pressure (prist) in the high pressure region (20) of the fuel system (12) depends on the current operating point (nmot, Md) of the internal combustion engine (10), the fuel pressure (prist) in the high pressure region (20) of the fuel system (12) additionally being dependent on the operating mode (B1, B2, B3) in which the internal combustion engine (10) is being operated, characterized in that, in the event of a change from a first operating mode (B1) to a second operating mode (B2), for a certain period of time (T1), the target value (prsoll) of the fuel pressure in the high pressure region (20) of the fuel system (12) remains determined (KF1) on the basis of the first operating mode (B1) and/or is held constant.
  2. Method according to Claim 1, characterized in that a target value (prsoll) for the fuel pressure in the high pressure region (20) of the fuel system (12) is determined at least temporarily by means of a map (KF1, KF2, KF3) which is specific to the respective operating mode (B1, B2, B3) and which is addressed using variables (nmot, Md) which are characteristic of the current operating point.
  3. Method according to Claim 2, characterized in that the variables which are characteristic of the operating point include the rotational speed (nmot) of a crankshaft of the internal combustion engine (10) and a target torque (Md) of the internal combustion engine (10).
  4. Method according to one of the preceding claims, characterized in that the target value (prsoll) of the fuel pressure in the high pressure region (20) of the fuel system (12) remains determined (KF1) on the basis of the first operating mode (B1) or is held constant until the second operating mode has stabilized.
  5. Method according to one of the preceding claims, characterized in that the target value (prsoll) of the fuel pressure in the high pressure region (20) of the fuel system (12) is brought to the value (prsollKF2) corresponding to the new operating mode (B2) via a ramp or a filter (54).
  6. Method according to one of the preceding claims, characterized in that values (prsollKF2) for the fuel pressure in the high pressure region (20) of the fuel system (12) corresponding to the second operating mode (B2) are determined (KF2) as early as during the changeover process from the first operating mode (B1) to the second operating mode (B2).
  7. Computer program, characterized in that it is suitable for carrying out the method according to one of the preceding claims if it is executed on a computer.
  8. Computer program according to Claim 7, characterized in that it is stored on a memory, in particular on a flash memory or a ferrite RAM.
  9. Control unit (30) for operating an internal combustion engine, characterized in that it comprises a memory on which a computer program according to either of Claims 7 or 8 is stored.
EP02769926A 2001-10-05 2002-09-06 Method, programme and control and/or regulating apparatus for operating a direct injection internal combustion engine Expired - Lifetime EP1436495B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10149237A DE10149237A1 (en) 2001-10-05 2001-10-05 Operating direct injection internal combustion engine involves feeding fuel from high pressure region in which pressure depends on engine operating mode and operating point
DE10149237 2001-10-05
PCT/DE2002/003320 WO2003031791A1 (en) 2001-10-05 2002-09-06 Method, programme and control and/or regulating apparatus for operating a direct injection internal combustion engine

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EP1436495A1 EP1436495A1 (en) 2004-07-14
EP1436495B1 true EP1436495B1 (en) 2006-04-05

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DE102004016943B4 (en) 2004-04-06 2006-06-29 Siemens Ag Method for controlling a fuel supply device of an internal combustion engine
DE102007040122A1 (en) * 2007-08-24 2009-02-26 Continental Automotive Gmbh Method and device for controlling a pump connected to a fuel rail
DE102014225920B4 (en) 2014-12-15 2017-05-11 Continental Automotive Gmbh Method for operating a diesel engine
DE102014226259B4 (en) 2014-12-17 2016-12-22 Continental Automotive Gmbh Method for operating an internal combustion engine
DE102017206084A1 (en) * 2017-04-10 2018-10-11 Robert Bosch Gmbh Fuel injection with reduced return flow

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DE19640826B4 (en) * 1995-10-03 2004-11-25 Nippon Soken, Inc., Nishio Storage fuel injection device and pressure control device therefor
JPH1030468A (en) * 1996-07-15 1998-02-03 Fuji Heavy Ind Ltd Combustion controller of cylinder injection engine
DE19726757B4 (en) * 1997-06-24 2005-04-14 Robert Bosch Gmbh Method for controlling and / or regulating an internal combustion engine provided with a plurality of combustion chambers
US6484690B2 (en) * 1999-01-06 2002-11-26 Hitachi, Ltd. Control equipment for internal combustion engines
DE19908411C2 (en) * 1999-02-26 2002-01-24 Bosch Gmbh Robert Method and device for operating a direct-injection internal combustion engine, in particular a motor vehicle in starting operation
SE514368C2 (en) * 1999-06-01 2001-02-12 Volvo Personvagnar Ab Method and arrangement for diagnosis of sensor in connection with control of an internal combustion engine and use of said arrangement
DE10005589A1 (en) * 2000-02-09 2001-08-16 Bayerische Motoren Werke Ag Fuel supply system for an internal combustion engine

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DE50206334D1 (en) 2006-05-18
JP2005504916A (en) 2005-02-17
DE10149237A1 (en) 2003-04-24
WO2003031791A1 (en) 2003-04-17

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