EP1616093B1 - Method for controlling a fuel pressure in a fuel supply device of a combustion engine - Google Patents
Method for controlling a fuel pressure in a fuel supply device of a combustion engine Download PDFInfo
- Publication number
- EP1616093B1 EP1616093B1 EP04719978A EP04719978A EP1616093B1 EP 1616093 B1 EP1616093 B1 EP 1616093B1 EP 04719978 A EP04719978 A EP 04719978A EP 04719978 A EP04719978 A EP 04719978A EP 1616093 B1 EP1616093 B1 EP 1616093B1
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- European Patent Office
- Prior art keywords
- fuel
- fuel pressure
- pressure
- fup
- flow
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Classifications
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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
- F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
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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
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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
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
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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
- F02D41/04—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
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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
- F02D41/3011—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
Definitions
- the invention relates to a method for controlling a fuel pressure in a feed device for fuel of an internal combustion engine.
- a feeder for fuel of an internal combustion engine includes a fuel pump that pumps fuel into a fuel reservoir, fueling the injectors, and operatively connected to a regulator valve that adjusts the fuel pressure in response to a control signal from an engine controller.
- a regulator valve that adjusts the fuel pressure in response to a control signal from an engine controller.
- a method for controlling the pressure prevailing in a pressure accumulator of a fuel metering system accumulator pressure which has an electrically controllable pressure control valve to reduce the accumulator pressure fuel from a pressure accumulator in the low pressure region of the fuel metering.
- a pilot control By regulation is thereby preceded by a pilot control, wherein in the pilot control function of the flow through the pressure control valve and the accumulator pressure, the electrical control of the pressure control valve or in response to the flow through the pressure control valve and the electrical control of the pressure control valve in the pressure accumulator adjusting memory pressure is determined.
- the object of the invention is to provide a method for controlling a fuel pressure in a feed device for fuel of an internal combustion engine, which ensures that regardless of the operating state of the internal combustion engine, the fuel pressure is precisely adjustable.
- the invention is based on the knowledge that at a high dynamics of the flow of the fuel through the regulator valve undesirable pressure increases occur when the control signal for the regulator valve is adjusted only taking into account a steady flow of the fuel through the regulator valve.
- Such high dynamics of the flow of the fuel through the regulator valve usually occurs when the internal combustion engine is controlled by an operating state of the normal operation in the idle or Schubabhat or vice versa. At such transitions of the operating state of the fuel pressure can then be adjusted only very inaccurate.
- determining the control signal for the regulator valve as a function of a desired fuel pressure and a variable characterizing the dynamics of the flow of the fuel through the regulator valve, a very precise adjustment of the fuel pressure can be effected in a simple manner, independently of the operating state of the internal combustion engine.
- the change of the flow or the change of the fuel pressure is used. This is particularly simple since, as a rule, a pressure sensor for detecting the fuel pressure in the feed device for fuel is present anyway, and thus its measurement signal can be easily evaluated.
- An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
- the engine block comprises a plurality of cylinders, which have pistons and connecting rods via which they are coupled to a crankshaft 21.
- the cylinder head includes a valvetrain with an intake valve, an exhaust valve, and valve actuators.
- the cylinder head 3 further includes an injection valve 34 and a spark plug. Alternatively, the injection valve may also be arranged in the intake tract 1.
- a feed device 5 is provided for fuel. It comprises a fuel tank 50, which is connected via a first fuel line to a low-pressure pump 51. On the output side, the low pressure pump 51 is operatively connected to an inlet 53 of a high pressure pump 54. Furthermore, on the output side of the low-pressure pump 51, a mechanical regulator 52 is provided, which is connected on the output side via a further fuel line to the tank.
- the mechanical regulator is preferably a simple spring-loaded valve in the manner of a check valve, wherein then the spring constant is selected so that in the inlet 53 a predetermined low pressure is not exceeded.
- the low-pressure pump 51 is preferably designed so that it always delivers such a high amount of fuel during operation that the predetermined low pressure is not exceeded.
- the inlet 53 is guided to the high-pressure pump 54, which promotes the fuel on the output side to a fuel reservoir 55.
- the high-pressure pump 54 is usually driven by the crankshaft 21 or the camshaft and Thus, at constant speed of the crankshaft 21, it promotes a constant fuel volume into the fuel accumulator 55.
- the injection valves 34 are operatively connected to the fuel reservoir 55.
- the fuel is thus supplied to the injection valves 34 via the fuel accumulator 55.
- an electromagnetic regulator 56 is operatively connected to the fuel accumulator 55. Via the electromagnetic regulator 56, fuel can flow from the fuel accumulator 55 back to the inlet 53 via a return line 57.
- the electromagnetic regulator has a cylindrical core with a cylindrical coil having inside a cylindrical cavity. In this cylindrical cavity, a cylindrical armature is introduced with a guide rod, which then gives the free flow cross section from the pressure accumulator 55 to the return line 57 more or less freely depending on their position.
- the structure of the electromagnetic regulator thus corresponds to that of a plunger anchor.
- the force curve for moving the cylindrical armature is adjusted according to a variable spring constant.
- the fuel pressure in the accumulator 55 can be adjusted depending on the control signal with which the electromagnetic regulator 56 is controlled, that is, for example, the energization.
- the opening cross-section of the regulator valve thus depends, on the one hand, on the magnetic force acting on the cylindrical armature and, on the other hand, on the force which depends on the actual actual value of the fuel pressure in the fuel pressure accumulator 55.
- frictional forces also act upon movement of the armature which counteract the movement.
- the armature also has a non-negligible mass inertia, which does not permit immediate change in position of the valve tappet connected to the armature when the flow changes in the regulator, which has the free cross section for the flow of fuel from the fuel reservoir 55 to the return line 57 more or less free. Due to these forces, the electromagnetic regulator has a hysteresis when the flow of the fuel has a dynamic which can then lead to fuel pressure peaks without intervention.
- the internal combustion engine is assigned a control device 6, which in turn are assigned sensors that detect different measured variables and in each case determine the measured value of the measured variable.
- the control device 6 determines dependent on at least one of the measured variables manipulated variables which are then converted into control signals for controlling the actuators by means of corresponding actuators.
- the sensors are a pedal position sensor which detects the position of an accelerator pedal, a temperature sensor which detects the intake air temperature T_IM, a crankshaft angle sensor which detects a crankshaft angle and to which a rotational speed is assigned, a further temperature sensor 23 which detects a coolant temperature TCO and a pressure sensor 58, which detects the fuel pressure FUP_AV in the fuel reservoir 55.
- any subset of the sensors or additional sensors may be present.
- the actuators are, for example, intake or exhaust valves, the injection valves 34, a spark plug, a throttle valve or else the electromagnetic regulator 56.
- a program is stored in the control device 6, which is loaded during operation of the internal combustion engine and subsequently executed.
- the flowchart of the program for controlling the fuel pressure in the feeder 5 will be described below of Figure 2 and the flowchart shown there.
- the program is started in a step S1. This is preferably done for the first time when the internal combustion engine is started and the program is then restarted and executed at predetermined intervals or after predetermined events, such as for example after a predetermined rotational angle of the crankshaft.
- a target value FUP_SP of the fuel pressure is determined depending on the engine speed N, the fuel mass MFF_SP to be injected, and the operating state BZ of the engine, e.g. homogeneous or stratified operation.
- the actual value FUP_AV of the fuel pressure which is detected by the pressure sensor 58, is determined and from this the gradient FUP_DT_AV of the fuel pressure is determined.
- the gradient which is also referred to as the time derivative, can be determined by means of an arbitrary approximation method. It is most easily determined on the basis of two temporally successive actual values FUP_AV of the fuel pressure.
- step S4 it is checked whether the amount of the gradient FUP_DT_AV of the fuel pressure is smaller than a first threshold value THD_1. If so, this is an indication that the dynamics of the fuel flow through the electromagnetic regulator 56 are low. If the condition of step S4 is met, the control signal SG for the electromagnetic regulator is determined in a step S5 as a function of the desired value FUP_SP of the fuel pressure.
- the control signal SG is determined in a step S6 as a function of the setpoint value FUP_SP and the gradient FUP_DT_AV.
- the control signal is preferably reduced and at an increase in the fuel pressure, characterized by a positive gradient FUP_DT_AV of the fuel pressure a reduction of the fuel pressure, characterized by a negative gradient FUP_DT_AV of the fuel pressure increases.
- the determination of the control signal SG can be carried out preferably by means of a map depending on the gradient FUP_DT__AV and the setpoint FUP_SP of the fuel pressure by map interpolation.
- the control signal SG is then output to the electromagnetic regulator 56.
- the energization of the electromagnetic regulator 56 is preferably influenced, preferably, depending on the value of the control signal SG, the pulse width modulation of a voltage signal with which the electromagnetic regulator 56 is controlled changed.
- step S9 the program is then terminated and restarted in step S1 after a predetermined waiting period or entry of the above-mentioned conditions.
- the variable that characterizes the dynamics of the flow of fuel through the regulator valve may also directly be the change in flow through the electromagnetic regulator 56. This flow can be detected, for example, by means of a flow sensor arranged in the return line 57 and a corresponding gradient of the flow can be determined therefrom, which is then used to determine the control signal SG if the dynamic of the flow exceeds a predetermined threshold.
- FIG. 3 shows, on the one hand, the course of the actual value FUP_AV of the fuel pressure as a function of the flow Q through the electromagnetic regulator 56.
- the two illustrated hysteresis curves of the fuel pressure as a function of the flow Q are shown for two different values of the control signal.
- the illustrated curve is given over the time axis t with respect to the points P1, P2 'and P3 time course of the actual value FUP_AV of the fuel pressure.
- the change of the actual value of the fuel pressure FUP_AV from the point P1, the point P2 is greater than the value predetermined by the first threshold value THD1 in the step S4 for the amount of the gradient FUP_DT_AV.
- control signal is then reduced even before reaching the point P2, as is also plotted in Figure 3 on the basis of the point P2 as a function of the time t and the control signal SG.
- This then results in the pressure curve of the actual value FUP_AV over time along the points P1, P2 and P3.
- the pressure curve is thus much more uniform than at the points P1, P2 'and P3.
- the gradient FUP_DT_AV is then given particularly high magnitude values when a transition of the operating state of the internal combustion engine from normal operation to idling or overrun fuel cutoff, ie the fuel supply to the cylinders of the internal combustion engine is switched off via the injection valves 34 or vice versa.
- the outflow of fuel from the fuel storage by the injectors changes very quickly, which then leads to a very large change in the flow through the electromagnetic regulator 56 with almost unchanged flow rate of the high-pressure pump 54.
- a strong overshoot or undershoot of the actual value FUP_AV of the fuel pressure is effectively prevented by the program according to FIG. So then it can be ensured that the internal combustion engine, the exhaust emissions of the internal combustion engine can be maintained at a low level even in these operating conditions.
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- 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
Description
Die Erfindung betrifft ein Verfahren zum Steuern eines Kraftstoffdrucks in einer Zuführungseinrichtung für Kraftstoff einer Brennkraftmaschine.The invention relates to a method for controlling a fuel pressure in a feed device for fuel of an internal combustion engine.
Aus dem Handbuch Verbrennungsmotor, Friedrich Vieweg & Sohn Verlagsgesellschaft mbH, Braunschweig/Wiesbaden, 2002, ISBN 3-528-03933-7, Seite 402, ist eine Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine bekannt. Die Zuführeinrichtung weist eine Kraftstoffpumpe auf, die Kraftstoff in einen Kraftstoffspeicher pumpt, der Einspritzventile mit Kraftstoff versorgt und der mit einem Regulatorventil wirkverbunden ist, das abhängig von einem Stellsignal einer Motorsteuerung den Kraftstoffdruck einstellt. Das Dokument enthält jedoch keinen Hinweis, wie die Ansteuerung des Regulatorventils erfolgen soll.From the manual combustion engine, Friedrich Vieweg & Sohn Verlagsgesellschaft mbH, Braunschweig / Wiesbaden, 2002, ISBN 3-528-03933-7, page 402, a feeder for fuel of an internal combustion engine is known. The feeder includes a fuel pump that pumps fuel into a fuel reservoir, fueling the injectors, and operatively connected to a regulator valve that adjusts the fuel pressure in response to a control signal from an engine controller. However, the document does not contain any indication as to how the control valve should be actuated.
Aus der DE 100 16 900 A1 (D1) ist ein Verfahren zur Regelung des in einem Druckspeicher eines Kraftstoffzumesssystems herrschenden Speicherdrucks bekannt, das zum Abbau des Speicherdrucks Kraftstoff aus einem Druckspeicher in dem Niederdruckbereich des Kraftstoffzumesssystems ein elektrisch ansteuerbares Drucksteuerventil aufweist. Durch Regelung ist dabei eine Vorsteuerung vorgeschaltet, wobei im Rahmen der Vorsteuerung in Abhängigkeit von dem Durchfluss durch das Drucksteuerventil und dem Speicherdruck die elektrische Ansteuerung des Drucksteuerventils bzw. in Abhängigkeit von dem Durchfluss durch das Drucksteuerventil und der elektrischen Ansteuerung des Drucksteuerventils der sich in dem Druckspeicher einstellende Speicherdruck ermittelt wird.From DE 100 16 900 A1 (D1) a method for controlling the pressure prevailing in a pressure accumulator of a fuel metering system accumulator pressure is known which has an electrically controllable pressure control valve to reduce the accumulator pressure fuel from a pressure accumulator in the low pressure region of the fuel metering. By regulation is thereby preceded by a pilot control, wherein in the pilot control function of the flow through the pressure control valve and the accumulator pressure, the electrical control of the pressure control valve or in response to the flow through the pressure control valve and the electrical control of the pressure control valve in the pressure accumulator adjusting memory pressure is determined.
Die Aufgabe der Erfindung ist es, ein Verfahren zum Steuern eines Kraftstoffdrucks in einer Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine zu schaffen, welches gewährleistet, dass unabhängig von dem Betriebszustand der Brennkraftmaschine der Kraftstoffdruck präzise einstellbar ist.The object of the invention is to provide a method for controlling a fuel pressure in a feed device for fuel of an internal combustion engine, which ensures that regardless of the operating state of the internal combustion engine, the fuel pressure is precisely adjustable.
Die Aufgabe wird gelöst durch die Merkmale des unabhängigen Patentanspruchs. Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.The object is solved by the features of the independent claim. Advantageous embodiments of the invention are characterized in the subclaims.
Der Erfindung liegt die Kenntnis zu Grunde, dass bei einer hohen Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil unerwünschte Drucküberhöhungen auftreten, wenn das Stellsignal für das Regulatorventil lediglich unter Berücksichtigung eines stationären Durchflusses des Kraftstoffs durch das Regulatorventil eingestellt wird. Eine derartige hohe Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil tritt in der Regel auf, wenn die Brennkraftmaschine von einem Betriebszustand des Normalbetriebs in den Leerlauf oder Schubabschalten oder umgekehrt gesteuert wird. Bei solchen Übergängen des Betriebszustandes kann dann der Kraftstoffdruck nur sehr ungenau eingestellt werden. Durch das Ermitteln des Stellsignals für das Regulatorventil abhängig von einem gewünschten Kraftstoffdruck und einer die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierenden Größe kann auf einfache Weise eine sehr präzise Einstellung des Kraftstoffdruckes unabhängig von dem Betriebszustand der Brennkraftmaschine erfolgen. Als die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierende Größe wird die Änderung des Durchflusses oder die Änderung des Kraftstoffdruckes herangezogen. Dies ist besonders einfach, da in der Regel ohnehin ein Drucksensor zum Erfassen des Kraftstoffdrucks in der Zuführeinrichtung für Kraftstoff vorhanden ist und so einfach dessen Messsignal ausgewertet werden kann.The invention is based on the knowledge that at a high dynamics of the flow of the fuel through the regulator valve undesirable pressure increases occur when the control signal for the regulator valve is adjusted only taking into account a steady flow of the fuel through the regulator valve. Such high dynamics of the flow of the fuel through the regulator valve usually occurs when the internal combustion engine is controlled by an operating state of the normal operation in the idle or Schubabschalten or vice versa. At such transitions of the operating state of the fuel pressure can then be adjusted only very inaccurate. By determining the control signal for the regulator valve as a function of a desired fuel pressure and a variable characterizing the dynamics of the flow of the fuel through the regulator valve, a very precise adjustment of the fuel pressure can be effected in a simple manner, independently of the operating state of the internal combustion engine. As the dynamics of the flow of the fuel by the regulator valve characterizing size, the change of the flow or the change of the fuel pressure is used. This is particularly simple since, as a rule, a pressure sensor for detecting the fuel pressure in the feed device for fuel is present anyway, and thus its measurement signal can be easily evaluated.
Ausführungsbeispiele der Erfindung sind im Folgenden anhand der schematischen Zeichnungen erläutert. Es zeigen:
- Figur 1
- eine Brennkraftmaschine mit einer Zuführungseinrichtung für Kraftstoff,
Figur 2- ein Ablaufdiagramm eines Programms zum Steuern eines Kraftstoffdrucks in der Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine gemäß Figur 1, und
Figur 3- beispielhafte Verläufe des Kraftstoffdrucks und des Durchflusses am Regulatorventil.
- FIG. 1
- an internal combustion engine with a supply device for fuel,
- FIG. 2
- a flowchart of a program for controlling a fuel pressure in the fuel feeder of an internal combustion engine according to Figure 1, and
- FIG. 3
- exemplary courses of the fuel pressure and the flow at the regulator valve.
Elemente gleicher Konstruktion und Funktion sind figurenübergreifend mit den gleichen Bezugszeichen versehen.Elements of the same construction and function are provided across the figures with the same reference numerals.
Eine Brennkraftmaschine (Figur 1) umfasst einen Ansaugtrakt 1, einen Motorblock 2, einen Zylinderkopf 3 und einen Abgastrakt 4. Der Motorblock umfasst mehrere Zylinder, welche Kolben und Pleuelstangen haben, über die sie mit einer Kurbelwelle 21 gekoppelt sind.An internal combustion engine (FIG. 1) comprises an intake tract 1, an
Der Zylinderkopf umfasst einen Ventiltrieb mit einem Einlassventil, einem Auslassventil und Ventilantrieben. Der Zylinderkopf 3 umfasst ferner ein Einspritzventil 34 und eine Zündkerze. Alternativ kann das Einspritzventil auch in dem Ansaugtrakt 1 angeordnet sein.The cylinder head includes a valvetrain with an intake valve, an exhaust valve, and valve actuators. The
Ferner ist eine Zuführeinrichtung 5 für Kraftstoff vorgesehen. Sie umfasst einen Kraftstofftank 50, der über eine erste Kraftstoffleitung mit einer Niederdruckpumpe 51 verbunden ist. Ausgangsseitig ist die Niederdruckpumpe 51 hin zu einem Zulauf 53 einer Hochdruckpumpe 54 wirkverbunden. Ferner ist auch ausgangsseitig der Niederdruckpumpe 51 ein mechanischer Regulator 52 vorgesehen, welcher ausgangsseitig über eine weitere Kraftstoffleitung mit dem Tank verbunden ist. Der mechanische Regulator ist vorzugsweise ein einfaches federbelastetes Ventil in der Art eines Rückschlagventils, wobei dann die Federkonstante so gewählt ist, dass in dem Zulauf 53 ein vorgegebener Niederdruck nicht überschritten wird. Die Niederdruckpumpe 51 ist vorzugsweise so ausgelegt, dass sie während des Betriebs immer eine so hohe Kraftstoffmenge liefert, dass der vorgegebene Niederdruck nicht unterschritten wird.Furthermore, a
Der Zulauf 53 ist hin zu der Hochdruckpumpe 54 geführt, welche ausgangsseitig den Kraftstoff hin zu einem Kraftstoffspeicher 55 fördert. Die Hochdruckpumpe 54 wird in der Regel von der Kurbelwelle 21 oder der Nockenwelle angetrieben und fördert somit bei konstanter Drehzahl der Kurbelwelle 21 ein konstantes Kraftstoffvolumen in den Kraftstoffspeicher 55.The
Die Einspritzventile 34 sind mit dem Kraftstoffspeicher 55 wirkverbunden. Der Kraftstoff wird somit den Einspritzventilen 34 über den Kraftstoffspeicher 55 zugeführt.The
Ferner ist ein elektromagnetischer Regulator 56 mit dem im Kraftstoffspeicher 55 wirkverbunden. Über den elektromagnetischen Regulator 56 kann Kraftstoff von dem Kraftstoffspeicher 55 zurück über eine Rückführleitung 57 zum Zulauf 53 fließen. Der elektromagnetische Regulator hat einen zylinderförmigen Kern mit einer Zylinderspule, der innen einen zylinderförmigen Hohlraum aufweist. In diesem zylinderförmigen Hohlraum ist ein zylinderförmiger Anker mit einer Führungsstange eingebracht, die dann den freien Strömungsquerschnitt von dem Druckspeicher 55 hin zu dem Rücklauf 57 mehr oder weniger frei gibt abhängig von ihrer Stellung. Der Aufbau des elektromagnetischen Regulators entspricht somit dem eines Tauchankers. Je nach der eingestellten Bestromung der Zylinderspule wird so der Kraftverlauf zum Verschieben des zylinderförmigen Ankers entsprechend einer veränderlichen Federkonstante eingestellt. So kann abhängig von dem Stellsignal, mit dem der elektromagnetische Regulator 56 angesteuert wird, also beispielsweise der Bestromung, der Kraftstoffdruck in dem Druckspeicher 55 eingestellt werden.Further, an
Der Öffnungsquerschnitt des Regulatorventils hängt somit zum einen ab von der magnetischen Kraft, die auf den zylinderförmigen Anker wirkt und zum anderen von der Kraft, die abhängt von dem tatsächlichen Istwert des Kraftstoffdruckes in dem Kraftstoffdruckspeicher 55. Darüber hinaus wirken bei einer Bewegung des Ankers auch Reibungskräfte, welche der Bewegung entgegenwirken. Ferner hat der Anker auch eine nicht vernachlässigbare Massenträgheit, welche bei Durchflussänderungen im Regulator keine sofortige Positionsänderung des mit dem Anker verbundenen Ventilstößels zulässt, der den freien Querschnitt für den Durchfluss von Kraftstoff von dem Kraftstoffspeicher 55 hin zu der Rückführleitung 57 mehr oder weniger frei gibt. Aufgrund dieser Kräfte weist der elektromagnetische Regulator eine Hysterese auf, wenn der Durchfluss des Kraftstoffes eine Dynamik aufweist, die dann ohne Eingriffe zu Kraftstoffdrucküberhöhungen führen kann.The opening cross-section of the regulator valve thus depends, on the one hand, on the magnetic force acting on the cylindrical armature and, on the other hand, on the force which depends on the actual actual value of the fuel pressure in the
Ferner ist der Brennkraftmaschine eine Steuereinrichtung 6 zugeordnet, der wiederum Sensoren zugeordnet sind, die verschiedene Messgrößen erfassen und jeweils den Messwert der Messgröße ermitteln. Die Steuereinrichtung 6 ermittelt abhängig von mindestens einer der Messgrößen Stellgrößen die dann in Stellsignale zum Steuern der Stellglieder mittels entsprechender Stellantriebe umgesetzt werden. Die Sensoren sind ein Pedalstellungsgeber, welcher die Stellung eines Fahrpedals erfasst, ein Temperatursensor, welcher die Ansauglufttemperatur T_IM erfasst, ein Kurbelwellenwinkelsensor, welcher einen Kurbelwellenwinkel erfasst und welchem dann eine Drehzahl zugeordnet wird, ein weiterer Temperatursensor 23, welcher eine Kühlmitteltemperatur TCO erfasst und ein Drucksensor 58, welcher den Kraftstoffdruck FUP_AV in dem Kraftstoffspeicher 55 erfasst. Je nach Ausführungsform der Erfindung kann eine beliebige Untermenge der Sensoren oder auch zusätzliche Sensoren vorhanden sein.Furthermore, the internal combustion engine is assigned a control device 6, which in turn are assigned sensors that detect different measured variables and in each case determine the measured value of the measured variable. The control device 6 determines dependent on at least one of the measured variables manipulated variables which are then converted into control signals for controlling the actuators by means of corresponding actuators. The sensors are a pedal position sensor which detects the position of an accelerator pedal, a temperature sensor which detects the intake air temperature T_IM, a crankshaft angle sensor which detects a crankshaft angle and to which a rotational speed is assigned, a
Die Stellglieder sind beispielsweise Einlass- oder Auslassventile, die Einspritzventile 34, eine Zündkerze, eine Drosselklappe oder auch der elektromagnetische Regulator 56.The actuators are, for example, intake or exhaust valves, the
Zum Steuern des Kraftstoffdrucks in der Zuführeinrichtung 5 für Kraftstoff der Brennkraftmaschine ist ein Programm in der Steuereinrichtung 6 gespeichert, das während des Betriebs der Brennkraftmaschine geladen wird und anschließend abgearbeitet wird.For controlling the fuel pressure in the internal combustion
Das Ablaufdiagramm des Programms zum Steuern des Kraftstoffdrucks in der Zuführeinrichtung 5 wird im Folgenden anhand von Figur 2 und dem dort dargestellten Ablaufdiagramm beschrieben. Das Programm wird in einem Schritt S1 gestartet. Dies erfolgt vorzugsweise erstmalig wenn die Brennkraftmaschine gestartet wird und das Programm wird dann in vorgegebenen Abständen oder nach vorgegebenen Ereignissen, wie beispielsweise nach einem vorgegebenen Drehwinkel der Kurbelwelle, erneut gestartet und abgearbeitet.The flowchart of the program for controlling the fuel pressure in the
In einem Schritt S2 wird ein Sollwert FUP_SP des Kraftstoffdruckes abhängig von der Motordrehzahl N, der einzuspritzenden Kraftstoffmasse MFF_SP und dem Betriebszustand BZ der Brennkraftmaschine, z.B. homogener oder geschichteter Betrieb, ermittelt. In einem Schritt S3 wird der Istwert FUP_AV des Kraftstoffdrucks, der von dem Drucksensor 58 erfasst wird, ermittelt und daraus auch der Gradient FUP_DT_AV des Kraftstoffdrucks ermittelt. Der Gradient, der auch als die zeitliche Ableitung bezeichnet wird, kann mittels eines beliebigen Approximationsverfahrens bestimmt werden. Er wird am einfachsten abhängig von zwei zeitlich aufeinanderfolgenden Istwerten FUP_AV des Kraftstoffdrucks ermittelt.In a step S2, a target value FUP_SP of the fuel pressure is determined depending on the engine speed N, the fuel mass MFF_SP to be injected, and the operating state BZ of the engine, e.g. homogeneous or stratified operation. In a step S3, the actual value FUP_AV of the fuel pressure, which is detected by the
In einem Schritt S4 wird geprüft, ob der Betrag des Gradienten FUP_DT_AV des Kraftstoffdruckes kleiner ist als ein erster Schwellenwert THD_1. Ist dies der Fall, ist dies ein Zeichen, dass die Dynamik des Durchflusses des Kraftstoffes durch den elektromagnetischen Regulator 56 gering ist. Ist die Bedingung des Schrittes S4 erfüllt, so wird in einem Schritt S5 das Stellsignal SG für den elektromagnetischen Regulator abhängig von dem Sollwert FUP_SP des Kraftstoffdrucks ermittelt.In a step S4, it is checked whether the amount of the gradient FUP_DT_AV of the fuel pressure is smaller than a first threshold value THD_1. If so, this is an indication that the dynamics of the fuel flow through the
Ist die Bedingung des Schrittes S4 jedoch nicht erfüllt, so wird in einem Schritt S6 das Stellsignal SG abhängig von dem Sollwert FUP_SP und dem Gradienten FUP_DT_AV ermittelt. Dabei wird vorzugsweise das Stellsignal bei einem Anstieg des Kraftstoffdruckes, gekennzeichnet durch einen positiven Gradienten FUP_DT_AV des Kraftstoffdruckes, verringert und bei einer Verringerung des Kraftstoffdruckes, gekennzeichnet durch einen negativen Gradienten FUP_DT_AV des Kraftstoffdruckes, erhöht. Die Ermittelung des Stellsignals SG kann dabei vorzugsweise mittels eines Kennfelds abhängig von dem Gradienten FUP_DT__AV und dem Sollwert FUP_SP des Kraftstoffdruckes durch Kennfeldinterpolation erfolgen.However, if the condition of step S4 is not met, the control signal SG is determined in a step S6 as a function of the setpoint value FUP_SP and the gradient FUP_DT_AV. In this case, the control signal is preferably reduced and at an increase in the fuel pressure, characterized by a positive gradient FUP_DT_AV of the fuel pressure a reduction of the fuel pressure, characterized by a negative gradient FUP_DT_AV of the fuel pressure increases. The determination of the control signal SG can be carried out preferably by means of a map depending on the gradient FUP_DT__AV and the setpoint FUP_SP of the fuel pressure by map interpolation.
In einem Schritt S7 wird dann das Stellsignal SG an den elektromagnetischen Regulator 56 ausgegeben. Durch das Stellsignal wird vorzugsweise die Bestromung des elektromagnetischen Regulators 56 beeinflusst, vorzugsweise wird dazu abhängig von dem Wert des Stellsignals SG die Pulsweitenmodulation eines Spannungssignals, mit dem der elektromagnetische Regulator 56 angesteuert wird, verändert.In a step S7, the control signal SG is then output to the
In einem Schritt S9 wird das Programm dann beendet und nach einer vorgegebenen Wartezeitdauer oder Eintritt der oben genannten Bedingungen erneut in dem Schritt S1 gestartet. Alternativ kann die die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierende Größe auch direkt die Änderung des Durchflusses durch den elektromagnetischen Regulator 56 sein. Dieser Durchfluss kann beispielsweise mittels eines in der Rückführleitung 57 angeordneten Durchflusssensors erfasst werden und daraus ebenfalls ein entsprechender Gradient des Durchflusses ermittelt werden, der dann zur Ermittlung des Stellsignals SG herangezogen wird, wenn die Dynamik des Durchflusses einen vorgegebenen Schwellwert überschreitet.In a step S9, the program is then terminated and restarted in step S1 after a predetermined waiting period or entry of the above-mentioned conditions. Alternatively, the variable that characterizes the dynamics of the flow of fuel through the regulator valve may also directly be the change in flow through the
In Figur 3 ist zum einen der Verlauf des Istwertes FUP_AV des Kraftstoffdruckes abhängig von dem Durchfluss Q durch den elektromagnetischen Regulator 56 dargestellt. Die zwei dargestellten hystereseförmigen Verläufe des Kraftstoffdruckes abhängig von dem Durchfluss Q sind für zwei verschiedene Werte des Stellsignals dargestellt. Bei dem für den Punkt P1 eingestellten Wert des Stellsignals SG gibt sich über die Zeitachse t bezogen auf die Punkte P1, P2' und P3 der dargestellte zeitliche Verlauf des Istwertes FUP_AV des Kraftstoffdruckes. Die Änderung des Istwertes des Kraftstoffdruckes FUP_AV von dem Punkt P1, dem Punkt P2 ist jedoch größer als der durch den ersten Schwellwert THD1 in dem Schritt S4 für den Betrag des Gradienten FUP_DT_AV vorgegebenen Wertes. Somit wird dann das Stellsignal schon vor Erreichen des Punktes P2 verringert, wie dies ebenfalls in Figur 3 anhand des Punktes P2 in Abhängigkeit von der Zeit t und dem Stellsignal SG aufgetragen ist. Dadurch ergibt sich dann der Druckverlauf des Istwertes FUP_AV über die Zeit entlang der Punkte P1, P2 und P3. Der Druckverlauf ist somit wesentlich gleichförmiger als bei den Punkten P1, P2' und P3.FIG. 3 shows, on the one hand, the course of the actual value FUP_AV of the fuel pressure as a function of the flow Q through the
Der Gradient FUP_DT_AV erhält dann besonders hohe betragsmäßige Werte, wenn ein Übergang des Betriebszustands der Brennkraftmaschine von einem Normalbetrieb in den Leerlauf oder das Schubabschalten, also der Abschaltung der Kraftstoffzufuhr in die Zylinder der Brennkraftmaschine über die Einspritzventile 34 oder umgekehrt erfolgt. In diesen Fällen ändert sich der Abfluss von Kraftstoff aus dem Kraftstoffspeicher durch die Einspritzventile sehr schnell, was dann bei nahezu unveränderter Förderleistung der Hochdruckpumpe 54 zu einer sehr starken Änderung des Durchflusses durch den elektromagnetischen Regulator 56 führt. Gerade bei diesen Betriebszustandsübergängen wird durch das Programm gemäß Figur 2 ein starkes Überschwingen oder Unterschwingen des Istwertes FUP_AV des Kraftstoffdruckes wirksam verhindert. So kann dann auch gewährleistet werden, dass die Brennkraftmaschinen die Abgasemissionen der Brennkraftmaschine auch in diesen Betriebszuständen auf einem niedrigen Niveau gehalten werden können.The gradient FUP_DT_AV is then given particularly high magnitude values when a transition of the operating state of the internal combustion engine from normal operation to idling or overrun fuel cutoff, ie the fuel supply to the cylinders of the internal combustion engine is switched off via the
Claims (4)
- Method for controlling a fuel pressure in a fuel supply device (5) of an internal combustion engine, wherein the supply device (5) has a fuel pump (54) which pumps fuel into a fuel accumulator (55) which supplies injection valves (34) with fuel and which is connected to a regulator valve (56) which adjusts the fuel pressure as a function of an actuating signal (SG), and comprising the following steps:- determining the desired fuel pressure value (FUP_SP),- determining the actual fuel pressure value (FUP_AV),- the actuating signal (SG) is determined as a function of the desired fuel pressure (FUP_SP) and a variable characterising the dynamics of the flow of fuel through the regulator valve, the variation in the flow rate or the variation in the fuel pressure being [used] as the variable characterising the dynamics of the flow of fuel through the regulator valve.
- Method according to claim 1, characterised in that the regulator valve is an electromagnetic regulator (56) and that the energisation of the electromagnetic regulator (56) is influenced by the actuating signal (SG).
- Method according to claim 1, characterised in that, if the flow rate increases, the energisation is reduced, and if the flow rate falls, the energisation is increased.
- Method according to claims 3 and 4, characterised in that if the fuel pressure increases, the energisation is reduced, and if the fuel pressure falls, the energisation is increased.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE2003118646 DE10318646A1 (en) | 2003-04-24 | 2003-04-24 | Method for controlling a fuel pressure in a fuel supply device for an internal combustion engine |
PCT/EP2004/002619 WO2004094806A1 (en) | 2003-04-24 | 2004-03-12 | Method for controlling a fuel pressure in a fuel supply device of a combustion engine |
Publications (2)
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EP1616093A1 EP1616093A1 (en) | 2006-01-18 |
EP1616093B1 true EP1616093B1 (en) | 2006-09-06 |
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EP04719978A Expired - Fee Related EP1616093B1 (en) | 2003-04-24 | 2004-03-12 | Method for controlling a fuel pressure in a fuel supply device of a combustion engine |
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Country | Link |
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US (1) | US9046052B2 (en) |
EP (1) | EP1616093B1 (en) |
DE (2) | DE10318646A1 (en) |
WO (1) | WO2004094806A1 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102004059330A1 (en) * | 2004-12-09 | 2006-06-14 | Robert Bosch Gmbh | Method for operating a fuel system of an internal combustion engine |
DE102005043685A1 (en) * | 2005-09-14 | 2007-03-15 | Robert Bosch Gmbh | Thrust shutdown with controlled auto-ignition of a gasoline engine |
DE102006045923A1 (en) * | 2006-08-18 | 2008-02-21 | Robert Bosch Gmbh | Method for determining a rail pressure setpoint |
DE102009031527B3 (en) * | 2009-07-02 | 2010-11-18 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
DE102009031528B3 (en) * | 2009-07-02 | 2010-11-11 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
US9376977B2 (en) * | 2012-09-07 | 2016-06-28 | Caterpillar Inc. | Rail pressure control strategy for common rail fuel system |
DE102013221981A1 (en) * | 2013-10-29 | 2015-04-30 | Robert Bosch Gmbh | Method for controlling a pressure regulating valve of a fuel injection system, in particular of a motor vehicle |
US10393609B2 (en) * | 2015-07-02 | 2019-08-27 | Ai Alpine Us Bidco Inc. | System and method for detection of changes to compression ratio and peak firing pressure of an engine |
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DE3436768A1 (en) * | 1984-10-06 | 1986-04-10 | Robert Bosch Gmbh, 7000 Stuttgart | METHOD FOR CONTROLLING FUEL INJECTION IN INTERNAL COMBUSTION ENGINES, AND FUEL INJECTION SYSTEM FOR CARRYING OUT THE METHOD |
US4720807A (en) * | 1985-05-20 | 1988-01-19 | Vacuum General, Inc. | Adaptive pressure control system |
US4757795A (en) * | 1986-04-21 | 1988-07-19 | Stanadyne, Inc. | Method and apparatus for regulating fuel injection timing and quantity |
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US5485820A (en) * | 1994-09-02 | 1996-01-23 | Navistar International Transportation Corp. | Injection control pressure strategy |
US5720261A (en) * | 1994-12-01 | 1998-02-24 | Oded E. Sturman | Valve controller systems and methods and fuel injection systems utilizing the same |
IT1281303B1 (en) * | 1995-03-28 | 1998-02-17 | Elasis Sistema Ricerca Fiat | DEVICE FOR REGULATING THE SUPPLY PRESSURE OF A FLUID IN A PRESSURE FLUID ACCUMULATOR, FOR EXAMPLE FOR |
DE19548278B4 (en) * | 1995-12-22 | 2007-09-13 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
DE19607070B4 (en) * | 1996-02-24 | 2013-04-25 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
US5771861A (en) * | 1996-07-01 | 1998-06-30 | Cummins Engine Company, Inc. | Apparatus and method for accurately controlling fuel injection flow rate |
DE19731994B4 (en) | 1997-07-25 | 2007-11-15 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
JP2001159359A (en) * | 1999-12-02 | 2001-06-12 | Mitsubishi Electric Corp | Fuel pressure control device for cylinder injection engine |
DE10016900C2 (en) * | 2000-04-05 | 2003-06-05 | Bosch Gmbh Robert | Method for controlling a direct injection internal combustion engine |
US6510842B2 (en) * | 2000-07-03 | 2003-01-28 | Murad M. Ismailov | Flow meter |
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JP2003120457A (en) * | 2001-09-18 | 2003-04-23 | Hyundai Motor Co Ltd | System and method for fuel injection pressure control |
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JP3833540B2 (en) * | 2002-01-09 | 2006-10-11 | 三菱電機株式会社 | Fuel supply device for internal combustion engine |
DE10211283A1 (en) * | 2002-03-14 | 2003-09-25 | Bosch Gmbh Robert | Operating method for automobile engine fuel metering system with limitation of variation rate of pressure in high pressure region of latter |
JP2005098138A (en) * | 2003-09-22 | 2005-04-14 | Mitsubishi Electric Corp | Fuel pressure control device of cylinder injection internal combustion engine |
-
2003
- 2003-04-24 DE DE2003118646 patent/DE10318646A1/en not_active Withdrawn
-
2004
- 2004-03-12 EP EP04719978A patent/EP1616093B1/en not_active Expired - Fee Related
- 2004-03-12 WO PCT/EP2004/002619 patent/WO2004094806A1/en active IP Right Grant
- 2004-03-12 US US10/553,379 patent/US9046052B2/en not_active Expired - Fee Related
- 2004-03-12 DE DE502004001423T patent/DE502004001423D1/en not_active Expired - Lifetime
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EP1616093A1 (en) | 2006-01-18 |
DE502004001423D1 (en) | 2006-10-19 |
WO2004094806A1 (en) | 2004-11-04 |
DE10318646A1 (en) | 2004-11-18 |
US9046052B2 (en) | 2015-06-02 |
US20060225707A1 (en) | 2006-10-12 |
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