EP1896712A1 - Steuer- und regelverfahren für eine brennkraftmaschine mit einem common-railsystem - Google Patents
Steuer- und regelverfahren für eine brennkraftmaschine mit einem common-railsystemInfo
- Publication number
- EP1896712A1 EP1896712A1 EP06754510A EP06754510A EP1896712A1 EP 1896712 A1 EP1896712 A1 EP 1896712A1 EP 06754510 A EP06754510 A EP 06754510A EP 06754510 A EP06754510 A EP 06754510A EP 1896712 A1 EP1896712 A1 EP 1896712A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- rail pressure
- pwm
- value
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
- F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
Definitions
- the invention relates to a control and regulating method for an internal combustion engine having a common rail system, in which the rail pressure is regulated in normal operation.
- a high pressure pump delivers fuel from a fuel tank into a rail.
- the inlet cross-section to the high-pressure pump is determined by a variable suction throttle.
- injectors via which the fuel is injected into the combustion chambers of the internal combustion engine. Since the quality of the combustion depends crucially on the pressure level in the rail, this is regulated.
- the high-pressure control circuit includes a pressure regulator, the suction throttle with high-pressure pump and the rail as a controlled system and a filter in the feedback branch.
- the pressure regulator is designed as a PID controller or PIDTl controller, ie it comprises at least one proportional component (P component), one integral component (I component) and one differential component (D component).
- the pressure level in the rail corresponds to the controlled variable.
- the measured pressure values of the rail are converted via the filter into an actual rail pressure and compared with a desired rail pressure.
- the resulting deviation is converted via the pressure regulator into a control signal for the suction throttle.
- the actuating signal corresponds to z. B. a volume flow with the unit liters / minute.
- the control signal is implemented electrically as a PWM signal (pulse width modulated).
- the high-pressure control loop described above is known from DE 103 30 466 B3.
- a passive pressure limiting valve is arranged on the rail. If the pressure level is too high, the pressure-limiting valve opens, causing the fuel to drain from the rail into the fuel tank.
- control signal calculated by the pressure regulator or the PWM signal is limited by the electrical characteristics of the electronic control unit, eg. B. maximum continuous current and power loss of the output transistor is severely limited. This means that in the case of a large control deviation, the pressure regulator calculates a maximum manipulated variable, but this ultimately results in a PWM signal with only approx. B. 22% pulse-pause ratio can be implemented. A permanently applied higher PWM value would cause deactivation of the final stage of the electronic control unit.
- the object of the invention is to improve the safety of the pressure control in a load shedding.
- the invention provides that a second actual rail pressure is determined via a second filter from the rail pressure and a Load shedding is detected when the second actual rail pressure exceeds a limit. Upon detection of a load shedding the rail pressure is then controlled by the PWM signal is set via a PWM default to a compared to the normal operation increased PWM value. This increased PWM value is set during a time period, e.g. B. as a staircase function.
- the central idea of the invention is to substantially accelerate the closing process of the suction throttle by setting a high PWM value.
- a suction throttle which works against a spring when closing, d. H. which is normally open. If the PWM signal is increased, the path of the suction throttle slide is increased and the opening cross section of the suction throttle is reduced. In practice, it is sufficient to use this PWM specification for a very short time, e.g. B. 20 milliseconds, to act. The short-term introduction of higher energy in the suction throttle a higher dynamics of the actuator is achieved. Unintentional opening of the pressure-limiting valve is thus suppressed.
- Another advantage of the invention is that in a stuck suction throttle slide this is common again by the increased energy input.
- Fig. 1 is a system diagram
- Fig. 3 is a timing diagram
- Fig. 4 is a state transition diagram
- Fig. 5 is a program flowchart
- Fig. 7 is a program flowchart.
- FIG. 1 shows a system diagram of an internal combustion engine 1 with a common rail system.
- the common rail system comprises the following components: a low-pressure pump 3 for conveying fuel from a fuel tank 2, a variable suction throttle 4 for influencing the fuel flow rate flowing through, a high-pressure pump 5 for conveying the fuel under pressure increase, a rail 6 and Single memory 7 for storing the fuel and injectors 8 for injecting the fuel into the combustion chambers of the internal combustion engine.
- a low-pressure pump 3 for conveying fuel from a fuel tank 2
- a variable suction throttle 4 for influencing the fuel flow rate flowing through
- a high-pressure pump 5 for conveying the fuel under pressure increase
- Single memory 7 for storing the fuel and injectors 8 for injecting the fuel into the combustion chambers of the internal combustion engine.
- This common rail system is at a maximum stationary rail pressure of z. B. operated 1800 bar.
- a passive pressure-limiting valve 10 is provided to protect against an inadmissibly high pressure level in the rail 6.
- the fuel is removed from the rail 6 via the pressure limiting valve 10 in the fuel tank 2.
- the pressure level in the rail 6 drops to a value of z. B. 800 bar.
- the operation of the internal combustion engine 1 is determined by an electronic control unit (ADEC) 11.
- the electronic control unit 11 includes the usual components of a microcomputer system, such as a microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic control unit 11 from the input variables, the output variables.
- the following input variables are shown by way of example in FIG. 1: the rail pressure pCR, which is determined by means of a rail Pressure sensor 9 is measured, a motor speed nMOT, a signal FP to the power setting by the operator and an input size ON.
- the input variable ON subsumes the charge air pressure of the exhaust gas turbocharger and the temperatures of the coolant / lubricant and of the fuel.
- a signal PWM for controlling the suction throttle 4 a signal ve for controlling the injectors 8 and an output variable OUT are shown as output variables of the electronic control unit 11.
- the output variable OFF is representative of the further control signals for controlling and regulating the internal combustion engine 1, for example a control signal for activating a second exhaust gas turbocharger in a register charging.
- FIG. 2 shows a pressure control loop.
- the input quantity corresponds to a nominal rail pressure pCR (SL).
- the output quantity corresponds to the raw value of the rail pressure pCR.
- a first actual rail pressure pCR1 (IST) is determined by means of a first filter 17. This is compared with the set point pCR (SL) at a summation point, resulting in a control deviation ep.
- a manipulated variable is calculated by means of a pressure regulator 12.
- the manipulated variable corresponds to a volume flow qVl.
- the physical unit of the volume flow is liters / minute.
- the calculated nominal consumption is added to the volume flow qVl.
- the volume flow qVl corresponds to the input variable for a limit 13.
- the limit 13 can be speed-dependent, input variable nMOT.
- the output variable qV2 of the limit 13 is then converted in a calculation 14 into a PWM signal PWM1.
- the PWM signal PWM1 represents the duty cycle and the frequency fPWM corresponds to the fundamental frequency.
- the solenoid of the suction throttle is applied.
- the high-pressure pump, the suction throttle, the rail and the individual storage correspond to a controlled system 16. From the rail 6 is discharged via the injectors 8 a target consumption volume flow qV3. This closes the control loop.
- the control loop described above is supplemented by a second filter 18, a function block 19, a PWM preset 20 and a switch 15.
- the switch 15 is arranged in the signal path between the calculation 14 and the controlled system 16.
- the switching state of the switch 15 is determined via a signal SZ, which is determined via the function block 19 as a function of a first limit value GW1, a second limit value GW2 and a second actual rail pressure pCR2 (IST).
- the second actual rail pressure pCR2 (IST) in turn is calculated via the second filter 18 from the raw value of the rail pressure pCR.
- the switch 15 is shown in the position 1, d. H.
- the signal PWM1 determined by the calculation 14 is the input variable of the controlled system 16.
- a signal PWM2 is the input signal for the controlled system 16.
- the signal PWM2 is provided by the PWM specification 20.
- the switch 15 In normal operation, the switch 15 is in position 1, that is, the calculated by the pressure regulator 12 manipulated variable qVl is limited, converted into a PWM signal PWMl and thus applied to the controlled system 16. If the second actual rail pressure pCR2 (IST) exceeds the first limit value GW1, the function block 19 changes the signal level of the signal SZ, whereby the switch 15 changes to position 2. In this position, a PWM value PWM2 which is increased over normal operation is temporarily output via the PWM preset 20. In other words, it is changed from the control mode to the control mode. After a predeterminable period, the switch 15 then switches back to position 1.
- FIG. 3 consists of FIGS. 3A to 3D. These show in each case over time: the logic switching state of a flag in FIG. 3A, a status in FIG. 3B, a curve of the second actual rail pressure pCR2 (IST) in FIG. 3C and the course of the PWM signal as input variable of the controlled system 16 in FIG 3D. As values, percentages are plotted on the PWM ordinate, e.g. For example, 40% PWM signal means a corresponding pulse-pause ratio of 0.4 at a constant PWM fundamental frequency fPWM.
- the system is in normal operation, ie the rail pressure pCR is regulated by the pressure regulator 12.
- the flag and the status have the value 0. In the rail there is a pressure level of 1800 bar.
- the PWM signal in Figure 3D has the exemplary value of 4%.
- the rail pressure pCR and thus also the second actual rail pressure pCR2 (IST) begins to increase due to a load shedding.
- a load shedding corresponds to shutting down a consumer during generator operation or the replacement of a marine propulsion system.
- An increasing rail pressure pCR causes at a constant specification of the target rail pressure a likewise increasing in terms of absolute deviation ep.
- This control deviation ep is converted by the pressure regulator 12 in an increasing PWM signal, whereby the cross section of the suction throttle is reduced.
- Figure 3D therefore increases the value of the PWM signal from the initial value 4%.
- the PWM signal in control mode a maximum value of z. B. assume 22%. This maximum value is determined by the supply voltage and the maximum suction throttle continuous current, z. B. 24 volts and 2 amperes.
- the second actual rail pressure pCR2 exceeds the first limit value GW1 of 1930 bar.
- the flag is set to the value 1 (FIG. 3A) and the status is changed from 0 to 1.
- the control of the rail pressure is deactivated and the PWM signal in FIG. 3D is controlled via the PWM preset 20 during a period dt.
- a step function is shown by way of example as a predetermined function. Other mathematical functions, eg. As a parabola are possible.
- the PWM signal is set to an increased PWM value. In FIG. 3 this corresponds to the point Wl with the associated ordinate value 80%.
- a first time step dtl has elapsed, i. H. the status changes from 1 to 2, reducing the PWM signal in Figure 3D from 80%, point Wl, to 40%, point W2.
- the PWM signal remains unchanged.
- the I-part of the pressure regulator is initialized. As initialization values, either zero or a value corresponding to the negative nominal consumption volume flow qV3 are specified. In practice, the period dt is set to 20 msec. Due to the relatively short period of time, the maximum power loss of the output stage is not exceeded.
- the control process is completed and the rail pressure is regulated again.
- the pressure controller calculates the maximum possible PWM signal for the control operation, corresponding to 22% (FIG. 3D).
- the second actual rail pressure pCR2 (IST) falls below a second limit value GW2 of 1900 bar.
- the flag is set to the value 0.
- the control method is enabled again, ie the function could be activated again.
- the second actual rail pressure pCR2 (IST) decreases due to the closed suction throttle.
- the pressure regulator reduces the PWM signal back to the original value of 4%, time t7.
- FIG. 4 shows a state transition diagram for the transitions from control operation to control operation and vice versa. Also included are optional transitions when the user has activated only the first time step dtl (dtl> 0) and / or the second time step dt2 (dt2> 0).
- the reference numeral 21 characterizes an activated control of the rail pressure. In control mode, the status has the value 0 and the PWM signal as the input variable of the controlled system has the value PWMl, which is specified by the pressure regulator. If the second actual rail pressure pCR2 (IST) exceeds the first limit value GW1, then a load shedding is detected.
- the control 1 state reference numeral 22, is changed.
- the status has the value 1 and the PWM signal for acting on the controlled system is controlled via the PWM specification, output signal PWM2.
- the PWM signal is temporarily set to the value of the PWM signal via the PWM specification Point Wl set.
- the status has the value 2 and the PWM signal is set to the value of the point W2 via the PWM default.
- expiration of the second time step dt2 and thus expiration of the period dt is the state control 2 in the state control, reference numeral 21, changed. The control of the rail pressure is thus deactivated and the control reactivated.
- FIG. 5 shows a program flowchart for the control state. For Sl it is checked whether the flag has the value 0. If the test result is positive, the program part is run through with steps S2 to S14. If the test result is negative, the program part is run through with steps S7 to S9.
- S2 checks whether there is load shedding. If the second actual rail pressure pCR2 (IST) is below the first limit value GW1, control of the rail pressure is maintained in the case of SLO, ie the PWM signal represents a function of the control deviation ep. Thereafter, this program part is ended. If a load shedding is detected at S2, the flag is set to the value 1 at S3 and checked at S4 whether the user has activated the first time step dtl. If the timer is activated (result of the query: yes), the PWM signal is controlled via the PWM specification at S5, here the value PWM2 (Wl). Afterwards, the status is set to the value 1 at S6 and this program part is ended.
- FIG. 6 shows a program flow chart for the temporary PWM specification when the first time step dtl is activated, state: control 1. In the case of Sl, a time t is set to the value t plus sampling time.
- the PWM signal is set to the value PWM2 (Wl) in the case of SlO. B. 80%, set and then leave this program part. If the check at S2 shows that the first time step dtl has elapsed, the time is set to the value 0 at S3 and checked at S4 whether the user has activated the second time step dt2. If no second time step dt2 has been activated, the program part is run through with steps S5 to S9. When the second time step dt2 is activated, the program part is run through with steps S11 and S12.
- the I-part of the pressure regulator is initialized at S5.
- the value 0 or a value corresponding to the negative nominal consumption volume flow can be used as initialization values.
- the control of the rail pressure is then activated, ie the PWM signal is calculated via the pressure regulator as a function of the control deviation ep. Then the status is set to 0 at S7.
- test at S8 reveals that the second actual rail pressure pCR2 (IST) is above the second limit value GW2, then this program part is immediately left. If the test at S4 shows that the second time step dt2 has been set, then the PWM signal is set to the value of the point W2 via the PWM specification, output signal PWM2, in the case of Sil. Then the status is set to the value 2 at S12 and the program part is left.
- FIG. 7 shows a program flow chart for the state control 2.
- a sampling time is added at a time t.
- the PWM signal is set to the value PWM2 (W2) at S9 via the PWM specification and the program part is left. If the test at S2 shows that the second time step dt2 has elapsed, the time t is set to the value 0 at S3 and the I-part of the pressure regulator is initialized at S4 as described above. Thereafter, the control is activated at S5, d. H. the PWM signal is determined as a function of the control deviation ep.
- the status is set to the value 0.
- the second actual rail pressure pCR2 (IST) is less than or equal to the second limit value GW2. If this is the case, then at S8 the flag is set to the value 0 and the program part is left. If the test at S7 shows that the second actual rail pressure pCR2 (IST) is above the second limit value GW2, the program part is immediately left.
- the temporarily increased PWM signal a higher dynamics of the actuator is achieved, whereby unintentional opening of the pressure-limiting valve is prevented in a load shedding; by deactivating the control and the increased PWM signal, a stuck suction throttle slide can be made common again; the second filter, the switch and the PWM specification can be mapped in the software of the electronic control unit, whereby the control method can be subsequently applied; the temporary PWM specification can supplement the method described in DE 10 2004 023 365.9.
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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)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005029138A DE102005029138B3 (de) | 2005-06-23 | 2005-06-23 | Steuer- und Regelverfahren für eine Brennkraftmaschine mit einem Common-Railsystem |
PCT/EP2006/006016 WO2006136414A1 (de) | 2005-06-23 | 2006-06-22 | Steuer- und regelverfahren für eine brennkraftmaschine mit einem common-railsystem |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1896712A1 true EP1896712A1 (de) | 2008-03-12 |
EP1896712B1 EP1896712B1 (de) | 2010-11-24 |
Family
ID=36808599
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06754510A Active EP1896712B1 (de) | 2005-06-23 | 2006-06-22 | Steuer- und regelverfahren für eine brennkraftmaschine mit einem common-railsystem |
Country Status (4)
Country | Link |
---|---|
US (1) | US7779816B2 (de) |
EP (1) | EP1896712B1 (de) |
DE (1) | DE102005029138B3 (de) |
WO (1) | WO2006136414A1 (de) |
Cited By (1)
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CN102425503A (zh) * | 2011-09-22 | 2012-04-25 | 中国汽车技术研究中心 | 基于硬件恒流控制的轨压预控制***及控制方法 |
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DE102006034514B4 (de) * | 2006-07-26 | 2014-01-16 | Mtu Friedrichshafen Gmbh | Verfahren zur Steuerung einer Brennkraftmaschine |
DE102006040441B3 (de) * | 2006-08-29 | 2008-02-21 | Mtu Friedrichshafen Gmbh | Verfahren zum Erkennen des Öffnens eines passiven Druck-Begrenzungsventils |
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DE102008036300B3 (de) * | 2008-08-04 | 2010-01-28 | Mtu Friedrichshafen Gmbh | Verfahren zur Steuerung einer Brennkraftmaschine in V-Anordnung |
DE102008036299B3 (de) * | 2008-08-04 | 2009-12-03 | Mtu Friedrichshafen Gmbh | Verfahren zur Druckregelung |
DE102008058721B4 (de) * | 2008-11-24 | 2011-01-05 | Mtu Friedrichshafen Gmbh | Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem |
DE102008058720A1 (de) * | 2008-11-24 | 2010-05-27 | Mtu Friedrichshafen Gmbh | Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem |
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DE102009031527B3 (de) * | 2009-07-02 | 2010-11-18 | Mtu Friedrichshafen Gmbh | Verfahren zur Steuerung und Regelung einer Brennkraftmaschine |
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DE102009050467B4 (de) * | 2009-10-23 | 2017-04-06 | Mtu Friedrichshafen Gmbh | Verfahren zur Steuerung und Regelung einer Brennkraftmaschine |
DE102009050469B4 (de) * | 2009-10-23 | 2015-11-05 | Mtu Friedrichshafen Gmbh | Verfahren zur Steuerung und Regelung einer Brennkraftmaschine |
GB2489463A (en) * | 2011-03-29 | 2012-10-03 | Gm Global Tech Operations Inc | Method of controlling fuel injection in a common rail engine |
US9664157B2 (en) * | 2011-04-19 | 2017-05-30 | Weichai Power Co., Ltd. | Device and method for controlling high-pressure common-rail system of diesel engine |
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- 2006-06-22 US US11/922,837 patent/US7779816B2/en active Active
- 2006-06-22 WO PCT/EP2006/006016 patent/WO2006136414A1/de active Application Filing
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US20090223488A1 (en) | 2009-09-10 |
DE102005029138B3 (de) | 2006-12-07 |
EP1896712B1 (de) | 2010-11-24 |
US7779816B2 (en) | 2010-08-24 |
WO2006136414A1 (de) | 2006-12-28 |
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