EP2142785B1 - Procédé et dispositif de commande d'injection d'un moteur à combustion interne - Google Patents

Procédé et dispositif de commande d'injection d'un moteur à combustion interne Download PDF

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Publication number
EP2142785B1
EP2142785B1 EP08735672.1A EP08735672A EP2142785B1 EP 2142785 B1 EP2142785 B1 EP 2142785B1 EP 08735672 A EP08735672 A EP 08735672A EP 2142785 B1 EP2142785 B1 EP 2142785B1
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Prior art keywords
rail
injection
pressure
time
measured
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EP08735672.1A
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German (de)
English (en)
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EP2142785A1 (fr
Inventor
Norbert Schmidt
Jochen Walther
Erik Scheid
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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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1431—Controller structures or design the system including an input-output delay
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors

Definitions

  • the leakage losses must be reduced. This can be achieved, inter alia, by shortening the funding phase.
  • the shortened delivery phases lead in particular at high speeds to high flow rates and thus to steep pressure gradients in the rail, which complicates the exact metering of the desired injection quantity.
  • the pressure in the rail is measured by a pressure sensor shortly before the actuation of the injectors and with this pressure value, the control duration from a map - the so-called flow-control duration map - determined.
  • the real rail pressure signal in the control unit is applied with a time delay.
  • the reading of the print must already be in the dynamic Interrupt before the actual energization of the injector done in order to hold sufficient time in the control unit for calculating the required control period. In total, this results in a time delay ⁇ t between the measurement of the pressure value and the availability of this pressure value in the control unit, where it can be used to determine the activation duration of the injector.
  • the invention is based on the object to provide a method which allows a more accurate metering of the injection quantity and which can be realized as inexpensively as possible.
  • This object is achieved in a method for operating a fuel injection system for internal combustion engines with a high-pressure pump, with a common rail, with a pressure sensor, with at least one injection valve, and with a control device for controlling the injection valves, wherein a first rail pressure p Rail- 1 of the common rail for each injection at a first time is detected and evaluated, wherein the first time is a time interval .DELTA.T before the injection of the injector, achieved in that at a second time, a second rail pressure p Rail-2 of the common Rails for each injection is detected that the second Time later than the first time is and that of the first time for injection j detected first rail pressure p Rail-1 (j) in response to the second time t 2 (jr) a time earlier injection (j - r) detected second rail pressure p Rail-2 (jr) is corrected.
  • the method according to the invention makes use of the fact that the error resulting from the time delay between the detection of the first rail pressure p Rail-1 at the first time t 1 and the second rail pressure p Rail-2 at the first time t 2 has a certain regularity having. This makes it possible to use this systematic error, which is known relatively accurately from past injections jr, to correct the first rail pressure p Rail-1 in the next injection j. As a result, the error with respect to the rail pressure can be significantly reduced and, as a result, the injection quantity can be dosed more accurately. Additional hardware is not required.
  • Another important advantage of the method according to the invention is that no additional hardware is needed, since only an additional pressure measurement has to be performed by the already existing pressure sensor.
  • the method according to the invention can thus also be realized by means of a software update even for fuel injection systems already in series.
  • the correction of the first rail pressure at the first time t 1 , the injection j, and the first rail pressure p Rail-1 (j - r) of a time earlier injection j - r is used.
  • the correction of the rail pressure can be further improved and the accuracy of the injected fuel amount can be further improved.
  • a particularly advantageous embodiment of the method according to the invention provides that the correction of the first rail pressure p rail-1 according to the equation shown in claim 3.
  • the injection j means that fuel is injected into the cylinder with the number j.
  • fuel is injected once into each of the m cylinders of the internal combustion engine, with no distinction being made between main injection, pilot injection and post-injection in the context of the invention, since the method according to the invention is applied to a main injection and / or a pre-injection and / or a post-injection can be.
  • the delivery strokes of the high-pressure fuel pump also follow a certain periodicity, the periodicity of the delivery strokes preferably being usually whole multiples of the working cycles.
  • the number of delivery strokes within a working cycle depends on the number of pump elements of the high-pressure fuel pump and the transmission ratio between the high-pressure fuel pump and the crankshaft of the internal combustion engine. As a rule, the number of delivery strokes within a work cycle is an integer. For example, in the case of a 4-cylinder internal combustion engine, two delivery strokes may be performed by the high-pressure fuel pump within one operating cycle.
  • the offset between the current injection j and the comparable earlier injection is equal to 2. This offset is denoted by the letter r below.
  • Table 1 Warpage r as a function of the delivery strokes per working cycle for different engine types.
  • the second rail pressure p Rail-2 and / or the measured first rail pressure p Rail-1 of the cylinder j - r is used , wherein in the cylinders j and j - r similar pressure conditions prevail immediately before and / or during the injection.
  • control unit which operates according to one of the methods of the invention.
  • Fig. 1 a fuel injection system for internal combustion engines is schematically illustrated, by means of which the inventive method will be explained below.
  • each injector 100 is designated, via which the fuel is metered to the individual combustion chambers of the internal combustion engine, not shown.
  • Each injector 100 is associated with a cylinder of the internal combustion engine, not shown.
  • three injectors 100-1 to 100-4 of a 4-cylinder internal combustion engine are shown.
  • the number of injectors 100-1 to 100-m changes accordingly.
  • the injectors are fueled by a pressure accumulator, hereinafter referred to as "common rail" 200.
  • the common rail 200 is connected via a high pressure line 210 with a high pressure pump 220 in connection.
  • the high-pressure pump 220 is connected via a low-pressure line 240 to a low-pressure pump 250, which is usually designed as an electric fuel pump.
  • the low pressure pump 250 is preferably disposed in a fuel tank 255.
  • a pressure sensor 205 is arranged at the pressure accumulator 200.
  • a quantity control valve 230 is arranged between the low-pressure pump 250 and the high-pressure pump 220.
  • the quantity control valve 230 may be disposed between the high-pressure pump 220 and the common rail 200 (not shown).
  • the quantity control valve 230 and the injectors 100 are energized by an output stage 160.
  • the output stage 160 is preferably integrated in a control unit 260 which processes the output signals of the pressure sensor 205 and various other sensors 270.
  • the fuel injection system now operates as follows:
  • the low pressure pump 250 delivers the fuel, which is in the tank 255, via the low pressure line 240 to the high pressure pump 220. This compresses the fuel and delivers it via the high pressure line 210 into the pressure accumulator.
  • the injector 100-j By driving the injector 100-j, the start and the end of the injection j of fuel into the j-th cylinder can be controlled. This control takes place as a function of the operating characteristics of the internal combustion engine recorded with the sensors 270.
  • the fuel pressure p rail (t) prevailing in the pressure accumulator 200 is detected and preferably evaluated in the control unit 260.
  • the quantity control valve 230 is controlled as a function of the measured pressure value p rail in such a way that the desired pressure value p Soll in the common rail 200 is established.
  • the quantity control valve 230 By means of the quantity control valve 230, the amount of fuel delivered by the high-pressure pump 220 can be controlled and thus the pressure build-up in the pressure accumulator 200 can be controlled.
  • the quantity control valve 230 is activated at a specific first time and the activation is withdrawn at a second time.
  • the mass control valve 230 opens and / or closes at the exact pre-calculated time. It is advantageous if the delay time between the activation of the quantity control valve 230 and the actual reaction, ie the opening and / or closing of the quantity control valve 230, is as small as possible.
  • the high pressure pump 220 delivers the fuel mass needed to maintain or a desired change in pressure P Rail in the pressure accumulator 200 is necessary.
  • FIG. 2 is the course of the rail pressure p Rail over more than one cycle, corresponding to a crankshaft angle of 720 °, shown in diagram form.
  • the rail pressure p Rail (t) represented by a line 280 follows a periodic pattern.
  • a crankshaft angle of 0 ° to 720 ° two delivery strokes take place. These delivery strokes can be recognized at the maxima of the rail pressure p Rail (t) at 180 ° and 540 ° crankshaft angle.
  • the two delivery strokes are immediately before the injections in the cylinders 2 and 4 of the internal combustion engine.

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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)

Claims (8)

  1. Procédé de commande d'un système d'injection de carburant pour moteur à combustion interne comportant une pompe à haute pression (220), un rail commun (200), un capteur de pression (205), au moins une soupape d'injection (100-j, avec j=1 à m) et un appareil de commande (160) destiné à commander les soupapes d'injection (100), dans lequel une première pression de rail (pRail-1 (j du rail commun (200) destinée à une injection (j) à un premier instant t1(j) est détectée et évaluée, dans lequel le premier instant (t1(j)) se situe à un intervalle de temps (ΔT) avant l'injection (j) de l'injecteur (100-j), caractérisé en ce qu'à un deuxième instant (t2(j)), une deuxième pression de rail (pRail-2(t2(j))) du rail commun (200) est détectée pour chaque injection (j), en ce que le deuxième instant (t2(j)) est ultérieur au premier instant (t1(j)), et en ce que la première pression de rail (pRail-1(j ) ) détectée au premier instant (t1(j)) pour l'injection est corrigée en fonction de la deuxième pression de rail (pRail-2 (t2 (j-r))) détectée au deuxième instant (t2(j-r)) d'une injection (j-r) antérieure.
  2. Procédé selon la revendication 1, caractérisé en ce que, pour corriger la première pression de rail (pRail-1 (t1(j))), la première pression de rail (pRail-1(t1(j-r))) d'une injection (j-r) antérieure est également prise en compte.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que la correction de la première pression de rail (pRail-1(t1(j))) est effectuée conformément à l'équation suivante : p Rail − 1 , korr t 1 j = p Rail − 1 t 1 j + p Rail − 2 t 2 j − r − p Rail − 1 t 1 j − r
    Figure imgb0003
     où :
    pRail-1, korr (t1(j)) : première pression de rail corrigée de l'injection j,
    pRail-1(t1(j)) : première pression de rail mesurée de l'injection j,
    pRail-2(t2(j-r)) : deuxième pression de rail mesurée d'une injection j-r se situant avant l'injection j,
    pRali-1 (t1(j-r)) : première pression de rail mesurée d'une injection j-r se situant avant l'injection j,
    j : indice (j=1 à m, où m correspond au nombre des cylindres du moteur à combustion interne),
    r : r ≤ j, décalage.
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'intervalle de temps (ΔT) est supérieur ou égal à un retard temporel entre une détection de signal et la détermination d'une durée d'injection et d'un début d'injection.
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'intervalle de temps (ΔT) est supérieur ou égal à la durée d'une interruption et d'un début d'injection.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que, pour corriger la première pression de rail pRail-1(t1(j)) de l'injection j, la deuxième pression de rail pRail-2(t2, j-r) et/ou la première pression de rail mesurée pRail-1 (t1(j-r)) d'un cylindre (j-r) est prise en compte et en ce qu'il règne dans les cylindres j-r et j rapports de pression semblables immédiatement avant et/ou pendant l'injection.
  7. Programme d'ordinateur, caractérisé en ce qu'il met en oeuvre toutes les étapes d'un procédé selon l'une ou plusieurs des revendications 1 à 6 lorsqu'il est exécuté.
  8. Appareil de commande destiné à un moteur à combustion interne, caractérisé en ce qu'il met en oeuvre toutes les étapes d'un procédé selon l'une ou plusieurs des revendications 1 à 6 lorsqu'il est en fonctionnement.
EP08735672.1A 2007-04-26 2008-04-02 Procédé et dispositif de commande d'injection d'un moteur à combustion interne Active EP2142785B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710019640 DE102007019640A1 (de) 2007-04-26 2007-04-26 Verfahren und Steuergerät zur Steuerung der Einspritzung bei einer Brennkraftmaschine
PCT/EP2008/053907 WO2008132005A1 (fr) 2007-04-26 2008-04-02 Procédé et dispositif de commande d'injection d'un moteur à combustion interne

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EP2142785A1 EP2142785A1 (fr) 2010-01-13
EP2142785B1 true EP2142785B1 (fr) 2016-11-23

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EP (1) EP2142785B1 (fr)
JP (1) JP4848046B2 (fr)
CN (1) CN101668937B (fr)
DE (1) DE102007019640A1 (fr)
WO (1) WO2008132005A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009046774A1 (de) 2009-11-17 2011-05-19 Robert Bosch Gmbh Verfahren und Steuergerät zum Betreiben eines Kraftstoffeinspritzsystems
DE102010063344B4 (de) * 2010-12-17 2023-03-23 Robert Bosch Gmbh Verfahren zum koordinierten Durchführen einer Anzahl von Injektorkalibrierungsvorgängen
DE102013201500A1 (de) * 2013-01-30 2014-07-31 Robert Bosch Gmbh Verfahren zum Anpassen eines Raildrucks
DE102014211314A1 (de) 2014-02-27 2015-08-27 Robert Bosch Gmbh Verfahren zum Korrigieren einer pumpenverursachten Abweichung einer Ist-Einspritzmenge von einer Soll-Einspritzmenge
DE102016213383A1 (de) * 2016-07-21 2018-01-25 Robert Bosch Gmbh Verfahren zur Bestimmung eines Kraftstoffmassenstroms und zur Steuerung der Einspritzung
DE102016224481A1 (de) 2016-12-08 2018-06-14 Robert Bosch Gmbh Verfahren zur Prädiktion eines Drucks in einem Kraftstoffinjektor
DE102017215043A1 (de) * 2017-08-29 2019-02-28 Continental Automotive Gmbh Verfahren und Vorrichtung zur Ermittlung der Einspritzmenge oder der Einspritzrate eines mittels eines Injektors in einen Reaktionsraum eingespritzten Fluids
DE102018210118A1 (de) 2018-06-21 2019-12-24 Robert Bosch Gmbh Verfahren zum Betrieb eines einen Hochdruckspeicher aufweisenden Kraftstoff-Einspritzsystems einer Brennkraftmaschine

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JP3834918B2 (ja) * 1997-03-04 2006-10-18 いすゞ自動車株式会社 エンジンの燃料噴射方法及びその装置
JP2000018078A (ja) * 1998-06-30 2000-01-18 Isuzu Motors Ltd コモンレール圧力の圧力降下開始時期特定方法，並びにエンジンの燃料噴射方法及びその装置
DE19857971A1 (de) 1998-12-16 2000-06-21 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10012024A1 (de) * 2000-03-11 2001-09-27 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
JP2003065120A (ja) * 2001-08-29 2003-03-05 Bosch Automotive Systems Corp 燃料噴射量制御方法及び装置
JP2005127164A (ja) * 2003-10-21 2005-05-19 Denso Corp コモンレール式燃料噴射装置

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Also Published As

Publication number Publication date
JP4848046B2 (ja) 2011-12-28
EP2142785A1 (fr) 2010-01-13
JP2010525228A (ja) 2010-07-22
DE102007019640A1 (de) 2008-10-30
WO2008132005A1 (fr) 2008-11-06
CN101668937A (zh) 2010-03-10
CN101668937B (zh) 2013-04-17

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