EP2358987B1 - Control and regulation method for an internal combustion engine having a common rail system - Google Patents
Control and regulation method for an internal combustion engine having a common rail system Download PDFInfo
- Publication number
- EP2358987B1 EP2358987B1 EP09749024A EP09749024A EP2358987B1 EP 2358987 B1 EP2358987 B1 EP 2358987B1 EP 09749024 A EP09749024 A EP 09749024A EP 09749024 A EP09749024 A EP 09749024A EP 2358987 B1 EP2358987 B1 EP 2358987B1
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- EP
- European Patent Office
- Prior art keywords
- pwm
- pressure
- rail pressure
- setpoint
- pcr
- Prior art date
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- 238000000034 method Methods 0.000 title claims description 21
- 238000002485 combustion reaction Methods 0.000 title claims description 14
- 230000033228 biological regulation Effects 0.000 title claims description 3
- 238000002347 injection Methods 0.000 claims description 12
- 239000007924 injection Substances 0.000 claims description 12
- 230000001105 regulatory effect Effects 0.000 claims description 8
- 230000004913 activation Effects 0.000 claims description 3
- 230000006870 function Effects 0.000 description 10
- 239000000446 fuel Substances 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 230000001276 controlling effect Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000001419 dependent effect Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000015654 memory Effects 0.000 description 2
- 230000010355 oscillation Effects 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000016507 interphase Effects 0.000 description 1
- 239000013642 negative control Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 239000013641 positive control Substances 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/04—Fuel pressure pulsation in common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
- F02D41/1479—Using a comparator with variable reference
Definitions
- the invention relates to a control and regulating method for an internal combustion engine having a common rail system, in which the rail pressure is controlled in normal operation and is changed with detection of a load shedding from the control to the control mode, wherein in the control mode, the PWM signal for acting on the controlled system is temporarily set to a higher than normal operation PWM value.
- a high pressure pump delivers fuel from a fuel tank into a rail.
- the inlet cross section to the high pressure pump is determined by a variable suction throttle.
- injectors via which the fuel is injected into the combustion chambers of the internal combustion engine. Since the quality of the combustion depends crucially on the pressure level in the rail, this is regulated.
- the high pressure control circuit includes a pressure regulator, the suction throttle with high pressure pump and the rail as a controlled system and a filter in the feedback branch. In this high-pressure control circuit, the pressure level in the rail corresponds to the controlled variable.
- the measured pressure values of the rail are converted via the filter into an actual rail pressure and compared with a desired rail pressure.
- the resulting deviation is then converted via the pressure regulator into a control signal for the suction throttle.
- the actuating signal corresponds to z. B. a volume flow with the unit liters / minute.
- the control signal is designed as a PWM signal with a constant frequency, for example 50 Hz.
- the high-pressure control circuit described above is from the DE 103 30 466 B3 known.
- a passive pressure relief valve which opens at a rail pressure of 1950 bar, protects the common rail system against an inadmissibly high rail pressure. For example, if the internal combustion engine is operated stationary at a constant rail pressure of 1800 bar and there is a complete load shedding, the period is 37.5 ms until the response of the pressure relief valve.
- control mode the PWM signal for controlling the suction throttle is temporarily set via a staircase function to an increased PWM value, whereby the closing process of the intake throttle is accelerated and less fuel is conveyed into the rail. After expiry of the time-controlled staircase function, it is then returned to the control mode.
- a load shedding is detected by the fact that the actual rail pressure exceeds a fixed limit. The illustrated method has been proven in a full load shedding, ie the generator load is reduced from 100% to 0%.
- partial load shedding occurs when only individual electrical loads are deactivated. Under unfavorable circumstances, pressure oscillations can occur in the rail, which are caused by the fact that several times in a sequence from control to control mode with temporary PWM default is changed.
- the invention is based on the object to optimize the pressure control at a partial load drop.
- the optimization consists in calculating the limit value for activating the temporary PWM specification as a function of the gradient of a power-determining signal.
- the power-determining signal in this case corresponds to either a desired speed, a desired torque or a desired injection quantity.
- the target speed may also correspond to an accelerator pedal position.
- the target torque is used as a measure of the size of the load shedding the gradient. The faster this decreases, the more load was dropped.
- the invention is thus based on the recognition that at a load shedding first a drop in the power-determining signal takes place and only with a time delay, the rail pressure increases.
- the limit value is determined via its own characteristic, which is designed in such a way that a lower limit value is set in the case of a complete load shedding, whereas a higher limit value is set in the case of a partial load shedding.
- the inventive method is complementary to that from the DE 10 2005 029 138 B3 provided known method.
- the advantage is that the cause of the vibrations of the rail pressure is eliminated at a partial load drop.
- the rail pressure thus shows a more even course.
- Both a complete load shedding and a partial load shedding unintentional opening of the passive pressure relief valve is prevented at the same time stable rail pressure.
- the implementation of the invention is almost cost neutral.
- the FIG. 1 shows a system diagram of an electronically controlled internal combustion engine 1 with a common rail system.
- the internal combustion engine 1 drives an emergency generator, not shown.
- the common rail system comprises as mechanical components a low-pressure pump 3 for conveying fuel from a tank 2, a suction throttle 4 for influencing the Volume flow, a high-pressure pump 5, a rail 6 and injectors 8 for injecting fuel into the combustion chambers of the internal combustion engine. 1
- the internal combustion engine 1 is controlled via an electronic engine control unit 9 (ECU).
- ECU electronic engine control unit 9
- the illustrated input variables of the electronic engine control unit 9 are the rail pressure pCR, which is detected via a pressure sensor 7, the engine speed nMOT and a size ON.
- the size ON is representative of the other input signals, for example for the oil or the fuel temperature.
- the illustrated outputs of the electronic engine control unit 9 are a PWM signal PWM for controlling the intake throttle 4, an injection-indicative signal INJ for driving the injectors 8 and a size OFF.
- Injection signal INJ stands for injection start, injection duration and injection end.
- the size OFF is representative of the other control signals for controlling the internal combustion engine 1, for example, a control signal for controlling an EGR valve.
- the illustrated common rail system can of course also be designed as a common rail system with individual memories. In this case, the individual memory is integrated in the injector 8, in which case the individual accumulator pressure pE is another input signal of the electronic engine control unit
- the FIG. 2 shows the high-pressure control loop for regulating the rail pressure as a block diagram.
- the input variable of the control loop is a nominal rail pressure pCR (SL).
- the output quantity corresponds to the raw value of the rail pressure pCR.
- a first actual rail pressure pCR1 (IST) is determined via a first filter 15. This is compared with the desired rail pressure pCR (SL) at a summation point A, resulting in a control deviation ep.
- a pressure regulator 10 calculates a manipulated variable.
- the manipulated variable corresponds to a volume flow qV1 whose physical unit is liters / minute.
- the calculated nominal consumption is added to the volume flow qV1.
- the volume flow qV1 is then limited via a boundary 11.
- the limitation 11 can be speed-dependent, input variable nMOT.
- the output variable of the limitation 11 is a volume flow qV2. If the value of the volume flow qV1 lies in the permissible range, then the value of the volume flow qV2 is equal to the value of the volume flow qV1.
- the volume flow qV2 is converted into a PWM signal PWM1.
- the PWM signal PWM1 represents the switch-on duration and the frequency fPWM corresponds to the frequency, for example 50 Hz. The conversion of the operating voltage and the pilot fuel pressure are taken into account.
- the PWM signal PWM1 is the first input of a switch 13.
- the second input of the switch 13 is a PWM signal PWM2.
- the switch 13 is controlled via a function block 17 by means of a control signal SZ.
- the output signal PWM of the switch 13 corresponds either to the signal PWM1 or to the signal PWM2.
- the solenoid of the suction throttle is applied.
- the high-pressure pump, the intake throttle and the rail correspond to a controlled system 14. From the rail, a consumption volume flow qV3 is discharged via the injectors. This closes the control loop.
- This control loop is supplemented by the temporary PWM specification, which comprises a second filter 16 for calculating a second actual rail pressure pCR2 (IST) and the function block 17 for determining the actuating signal SZ.
- the second filter 16 has a much smaller time constant than the first filter 15.
- the functional block 17 is in the FIG. 3 and will be explained in connection with this.
- the input variables of the function block 17 are a desired torque MSL, a target injection quantity QSL and the target rotational speed nSL.
- the power-determining signal therefore corresponds either to the setpoint torque MSL or the desired injection quantity QSL or the setpoint speed nSL.
- an accelerator pedal position can also be used.
- the switch 13 In control mode, the switch 13 is in the position a.
- the PWM signal for acting on the controlled system 14 is determined by the pressure regulator 10. If the second actual rail pressure pCR2 (IST) exceeds a limit, the function block 17 changes the signal level of the control signal SZ, whereby the switch 13 is reversed to the position b. In the position b, a PWM value PWM2 which is increased compared to the normal mode is temporarily output via the PWM preset 18. In other words, it is changed from the control mode to the control mode.
- the temporary PWM specification can-as shown-be implemented in a stepped manner with a first and a second time step of, for example, 10 ms each. After this period then switches the switch 13 back to position a. Thus, the control mode is set again.
- the FIG. 3 shows the function block 17 for determining the actuating signal SZ, with which the position of the switch 13 is determined.
- the input variables are the setpoint torque MSL, the set injection quantity QSL and the setpoint speed nSL.
- the output variable is the actuating signal SZ.
- a signal S1 determines which of the three input signals is used to determine the limit value (selection 19). Also via the signal S1 is determined which of the three characteristics 21 is activated.
- the further description is made by way of example on the basis of the setpoint torque MSL.
- the gradient GRAD of the setpoint torque MSL is determined, and a limit value GW is assigned to the gradient GRAD via the characteristic curve 21.
- the characteristic 21 is in the FIG. 4 and is explained in connection with this.
- the limit value GW and the second actual rail pressure pCR2 (IST) are compared with one another. If the second actual rail pressure pCR2 (IST) exceeds the limit value GW, the control signal SZ is set, whereby the switch 13 changes to the position b. In position b, the temporary PWM specification, ie the control mode, is activated.
- the abscissa shows the gradient GRAD in Nm / s.
- the limit value GW is plotted in bar.
- the characteristic curve 21 consists of an abscissa-parallel, first straight line section 22, a second straight line section 23 with a positive slope and an abscissa-parallel, third straight line section 24.
- the basic idea of the invention is to design the limit value GW variably via the characteristic curve 21. If a high load is dropped during load shedding, the result is a very high negative gradient GRAD (GRAD ⁇ -60000 Nm / s) of the setpoint torque MSL.
- a mean gradient GRAD (-60000 ⁇ GRAD ⁇ -25000 Nm / s), which is assigned via the second straight section 23, a corresponding limit.
- the FIG. 5 shows a load shedding as a time diagram.
- the FIG. 5 consists of the subfigures 5A to 5C.
- the FIG. 5A shows the course of the target torque MSL over time.
- the FIG. 5B shows the course of the target rail pressure pCR (SL) as a dot-dash line and the course of the rail pressure pCR (raw values) over time.
- the FIG. 5C shows the course of the PWM signal PWM over time.
- the solid line indicates a course according to the prior art
- the dashed line indicates a course according to the invention. Further consideration was based on load shedding from 100% load to 50% load.
- the setpoint torque MSL is reduced from 10,000 Nm to 5000 Nm after time t1. Since the desired rail pressure pCR (SL) is calculated via a characteristic map as a function of the setpoint torque MSL and the actual rotational speed, the setpoint rail pressure pCR (SL) decreases after the time t1 from 1800 bar to 1750 bar (FIG. Fig. 5B ). The rail pressure pCR increases after load shedding. Due to the increasing, negative control deviation ( Fig. 2 : ep) the pressure controller calculates an increasing PWM signal in the time range t1 / t2 in the FIG. 5C , Due to the increasing PWM signal PWM, the suction throttle is actuated in the closing direction.
- the temporary PWM boost is activated by first increasing the PWM signal to 100% and then to 50% duty cycle during the passage of two time stages.
- the rail pressure pCR drops again, to about 1650 bar.
- the control deviation therefore increases up to approximately 100 bar. If the rail pressure pCR drops below the setpoint rail pressure pCR (SL), then the time steps of the temporary PWM increase have already expired so that the control mode is reactivated. As a result of the resulting positive control deviation decreases the PWM duty cycle after the time t3 to the minimum value of 4%.
- the gradient GRAD is calculated from the course of the setpoint torque MSL.
- Characteristic curve 21 assigns a limit value of 1900 bar to the calculated gradient GRAD in this example. This limit is in the FIG. 5B drawn as time axis parallel line 26.
- the rail pressure pCR remains below this limit, so that the temporary PWM increase is not activated. It is therefore left in control mode. Due to the initially increasing control deviation, a maximum PWM value of 22% is output, that is to say the suction throttle is completely closed. Like in the FIG. 5B is shown, the rail pressure pCR (dashed line) approaches the target rail pressure pCR (SL) this time without vibrations.
- the FIG. 6 shows a reduced program flowchart of the method.
- the control mode is activated.
- the nominal rail pressure pCR (SL) and the first actual rail pressure pCR1 (IST) are read in and at S2 the control deviation ep is calculated.
- the gradient GRAD of the power-determining signal is calculated.
- the power-determining signal corresponds either to the setpoint torque MSL, the desired injection quantity QSL or the setpoint speed nSL.
- the setpoint torque MSL and the desired injection quantity QSL correspond to the manipulated variable of a speed control loop.
- a variable limit GW determines a variable limit GW.
- query result S7 it is queried whether the second actual rail pressure pCR2 (IST) is greater than / equal to the second actual rail pressure pCR2 (IST). If this is not the case, query result S7: no, the control mode remains activated at S9 and the PWM signal still corresponds to the value PWM1. Then the program sequence is ended.
- query result S7 yes, the control mode is changed at S8 and the temporary PWM increase is activated while the PWM signal PWM corresponds to the signal PWM2. Thereafter, the program sequence is ended.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
Die Erfindung betrifft ein Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem, bei dem im Normalbetrieb der Raildruck geregelt wird und mit Erkennen eines Lastabwurfs vom Regelungs- in den Steuerungsbetrieb gewechselt wird, wobei im Steuerungsbetrieb das PWM-Signal zur Beaufschlagung der Regelstrecke temporär auf einen gegenüber dem Normalbetrieb erhöhten PWM-Wert gesetzt wird.The invention relates to a control and regulating method for an internal combustion engine having a common rail system, in which the rail pressure is controlled in normal operation and is changed with detection of a load shedding from the control to the control mode, wherein in the control mode, the PWM signal for acting on the controlled system is temporarily set to a higher than normal operation PWM value.
Bei einem Common-Railsystem fördert eine Hochdruckpumpe den Kraftstoff aus einem Kraftstofftank in ein Rail. Der Zulaufquerschnitt zur Hochdruckpumpe wird über eine veränderliche Saugdrossel festgelegt. Am Rail angeschlossen sind Injektoren über welche der Kraftstoff in die Brennräume der Brennkraftmaschine eingespritzt wird. Da die Güte der Verbrennung entscheidend vom Druckniveau im Rail abhängt, wird dieses geregelt. Der Hochdruck-Regelkreis umfasst einen Druckregler, die Saugdrossel mit Hochdruckpumpe und das Rail als Regelstrecke sowie ein Filter im Rückkopplungszweig. In diesem Hochdruck-Regelkreis entspricht das Druckniveau im Rail der Regelgröße. Die gemessenen Druckwerte des Rails werden über das Filter in einen Ist-Raildruck gewandelt und mit einem Soll-Raildruck verglichen. Die sich hieraus ergebende Regelabweichung wird dann über den Druckregler in ein Stellsignal für die Saugdrossel gewandelt. Das Stellsignal entspricht z. B. einem Volumenstrom mit der Einheit Liter/Minute. Elektrisch ist das Stellsignal als PWM-Signal mit konstanter Frequenz, zum Beispiel 50 Hz, ausgeführt. Der zuvor beschriebene Hochdruck-Regelkreis ist aus der
Auf Grund der hohen Dynamik ist ein Lastabwurf regelungstechnisch ein schwer beherrschbarer Vorgang, da nach einem Lastabwurf der Raildruck mit einem Druckgradienten von bis zu 4000 bar/Sekunde ansteigen kann. Über ein passives Druckbegrenzungsventil, welches bei einem Raildruck von 1950 bar öffnet, wird das Common-Railsystem vor einem unzulässig hohen Raildruck geschützt. Wird beispielsweise die Brennkraftmaschine stationär bei einem konstanten Raildruck von 1800 bar betrieben und es erfolgt ein vollständiger Lastabwurf, so beträgt der Zeitraum 37.5 ms bis zum Ansprechen des Druckbegrenzungsventils.Due to the high dynamics of a load shedding is technically a difficult to control process, since after a load shedding the rail pressure with a Pressure gradient of up to 4000 bar / second may increase. A passive pressure relief valve, which opens at a rail pressure of 1950 bar, protects the common rail system against an inadmissibly high rail pressure. For example, if the internal combustion engine is operated stationary at a constant rail pressure of 1800 bar and there is a complete load shedding, the period is 37.5 ms until the response of the pressure relief valve.
Zur Verbesserung der Sicherheit der Druckregelung schlägt die
In der Praxis wurde jedoch festgestellt, dass bei einem Teillastabwurf das Verfahren noch nicht optimal ist. Ein Teillastabwurf liegt dann vor, wenn nur einzelne elektrische Verbraucher deaktiviert werden. Unter ungünstigen Umständen können Druckschwingungen im Rail auftreten, welche dadurch verursacht werden, dass mehrfach nacheinander vom Regelungs- in den Steuerungsbetrieb mit temporärer PWM-Vorgabe gewechselt wird.In practice, however, it has been found that with partial load shedding the process is not yet optimal. A partial load shedding occurs when only individual electrical loads are deactivated. Under unfavorable circumstances, pressure oscillations can occur in the rail, which are caused by the fact that several times in a sequence from control to control mode with temporary PWM default is changed.
Ausgehend von der in der
Gelöst wird diese Aufgabe durch die im Anspruch 1 aufgeführten Merkmale. In den Unteransprüchen sind die Ausgestaltungen dargestellt.This object is achieved by the features listed in
Die Optimierung besteht darin, dass der Grenzwert zur Aktivierung der temporären PWM-Vorgabe in Abhängigkeit des Gradienten eines leistungsbestimmenden Signals berechnet wird. Das leistungsbestimmende Signal entspricht hierbei entweder einer Soll-Drehzahl, einem Soll-Moment oder einer Soll-Einspritzmenge. Die Soll-Drehzahl kann auch einer Fahrpedalstellung entsprechen. Als Maß für die Größe des Lastabwurfs wird der Gradient beispielsweise des Soll-Moments verwendet. Je schneller dieses abnimmt, desto mehr Last wurde abgeworfen. Die Erfindung basiert also auf der Erkenntnis, dass bei einem Lastabwurf zuerst ein Absinken des leistungsbestimmenden Signals erfolgt und erst zeitverzögert der Raildruck ansteigt. Bestimmt wird der Grenzwert über eine eigene Kennlinie, welche in der Form ausgeführt ist, dass bei einem vollständigen Lastabwurf ein niederer Grenzwert eingestellt wird, während hingegen bei einem Teillastabwurf ein höherer Grenzwert eingestellt wird.The optimization consists in calculating the limit value for activating the temporary PWM specification as a function of the gradient of a power-determining signal. The power-determining signal in this case corresponds to either a desired speed, a desired torque or a desired injection quantity. The target speed may also correspond to an accelerator pedal position. As a measure of the size of the load shedding the gradient, for example, the target torque is used. The faster this decreases, the more load was dropped. The invention is thus based on the recognition that at a load shedding first a drop in the power-determining signal takes place and only with a time delay, the rail pressure increases. The limit value is determined via its own characteristic, which is designed in such a way that a lower limit value is set in the case of a complete load shedding, whereas a higher limit value is set in the case of a partial load shedding.
Das erfindungsgemäße Verfahren ist als Ergänzung für das aus der
In den Figuren ist ein bevorzugtes Ausführungsbeispiel dargestellt. Es zeigen:
Figur 1- ein Systemschaubild,
Figur 2- einen Hockdruck-Regelkreis als Blockschaltbild,
Figur 3- ein Blockschaltbild zur Bestimmung eines Ansteuersignals,
Figur 4- eine Kennlinie zur Bestimmung des Grenzwerts,
Figur 5- einen Lastabwurf als Zeitdiagramm und
Figur 6- einen Programm-Ablaufplan.
- FIG. 1
- a system diagram,
- FIG. 2
- a high-pressure control loop as a block diagram,
- FIG. 3
- a block diagram for determining a drive signal,
- FIG. 4
- a characteristic curve for determining the limit value,
- FIG. 5
- a load shedding as a time chart and
- FIG. 6
- a program schedule.
Die
Gesteuert wird die Brennkraftmaschine 1 über ein elektronisches Motorsteuergerät 9 (ECU). In der
Die
Ergänzt wird dieser Regelkreis durch die temporäre PWM-Vorgabe, welche ein zweites Filter 16 zur Berechnung eines zweiten Ist-Raildrucks pCR2(IST) und den Funktionsblock 17 zur Festlegung des Stellsignals SZ umfasst. Das zweite Filter 16 besitzt eine wesentlich kleinere Zeitkonstante als das erste Filter 15. Der Funktionsblock 17 ist in der
Die
In der
Die
Der Ablauf des Verfahrens nach dem Stand der Technik ist folgendermaßen:The procedure of the prior art method is as follows:
Das Soll-Moment MSL wird nach dem Zeitpunkt t1 von 10000 Nm auf 5000 Nm reduziert. Da der Soll-Raildruck pCR(SL) über ein Kennfeld in Abhängigkeit des Soll-Moments MSL und der Ist-Drehzahl berechnet wird, verringert sich der Soll-Raildruck pCR(SL) nach dem Zeitpunkt t1 von 1800 bar auf 1750 bar (
Der Ablauf des Verfahrens nach der Erfindung ist folgendermaßen:The procedure of the method according to the invention is as follows:
Aus dem Verlauf des Soll-Moments MSL wird der Gradient GRAD berechnet. Über die Kennlinie 21 wird dem berechneten Gradienten GRAD in diesem Beispiel ein Grenzwert von 1900 bar zugeordnet. Dieser Grenzwert ist in der
Die
- 11
- BrennkraftmaschineInternal combustion engine
- 22
- Tanktank
- 33
- NiederdruckpumpeLow pressure pump
- 44
- Saugdrosselinterphase
- 55
- Hochdruckpumpehigh pressure pump
- 66
- RailRail
- 77
- Drucksensor (Rail)Pressure sensor (rail)
- 88th
- Injektorinjector
- 99
- elektronisches Motorsteuergerät (ECU)electronic engine control unit (ECU)
- 1010
- Druckreglerpressure regulator
- 1111
- Begrenzunglimit
- 1212
- Berechnung PWM-SignalCalculation PWM signal
- 1313
- Schalterswitch
- 1414
- Regelstreckecontrolled system
- 1515
- erstes Filterfirst filter
- 1616
- zweites Filtersecond filter
- 1717
- Funktionsblockfunction block
- 1818
- PWM-VorgabePWM assignment
- 1919
- Auswahlselection
- 2020
- Berechnungcalculation
- 2121
- Kennliniecurve
- 2222
- erster Geradenabschnittfirst straight section
- 2323
- zweiter Geradenabschnittsecond straight section
- 2424
- dritter Geradenabschnittthird straight section
- 2525
- Vergleichercomparator
- 2626
- Grenzwertlimit
Claims (4)
- Control and regulation method for an internal combustion engine (1) having a common rail system, in which method, during normal operation, the rail pressure (pCR) is regulated by virtue of a regulating deviation (ep) of the rail pressure (pCR) being calculated and a PWM signal (PWM) for the activation of a suction throttle (4) as part of the regulating path (14) by means of a pressure regulator (10) being defined on the basis of the regulating deviation (ep), wherein an increasing PWM signal (PWM) actuates the suction throttle (4) in the closing direction, as a result of which the delivery flow of a high-pressure pump (5) is reduced, in which method a load dump is identified if the rail pressure (pCR) exceeds a threshold value (GW), and in which method, upon the identification of a load dump, the rail pressure (pCR) is controlled by virtue of the PWM signal (PWM) being set temporarily, by means of a PWM preset (18), to a PWM value (PWM2) which is elevated in relation to normal operation,
characterized
in that the threshold value (GW) for the activation of the temporary PWM preset is calculated as a function of the gradient (GRAD) of a power-determining signal, wherein the power-determining signal corresponds either to a setpoint torque (MSL), to a setpoint injection quantity (QSL) or to a setpoint rotational speed (nSL). - Method according to Claim 1,
characterized
in that the threshold value (GW) is determined by means of a selectable characteristic curve (21). - Method according to Claim 1,
characterized
in that the setpoint torque (MSL) or the setpoint injection quantity (QSL) are determined as actuating variables in a rotational speed regulating loop. - Method according to Claim 1,
characterized
in that the setpoint rotational speed (nSL) corresponds to an accelerator pedal position.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102008058721A DE102008058721B4 (en) | 2008-11-24 | 2008-11-24 | Control method for an internal combustion engine with a common rail system |
PCT/EP2009/007988 WO2010057587A1 (en) | 2008-11-24 | 2009-11-09 | Control and regulation method for an internal combustion engine having a common rail system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2358987A1 EP2358987A1 (en) | 2011-08-24 |
EP2358987B1 true EP2358987B1 (en) | 2012-09-19 |
Family
ID=41624996
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP09749024A Active EP2358987B1 (en) | 2008-11-24 | 2009-11-09 | Control and regulation method for an internal combustion engine having a common rail system |
Country Status (5)
Country | Link |
---|---|
US (1) | US9133786B2 (en) |
EP (1) | EP2358987B1 (en) |
CN (1) | CN102245885B (en) |
DE (1) | DE102008058721B4 (en) |
WO (1) | WO2010057587A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102010029840B4 (en) | 2010-06-09 | 2023-03-23 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
DE102011100187B3 (en) * | 2011-05-02 | 2012-11-08 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3612175B2 (en) * | 1997-07-15 | 2005-01-19 | 株式会社日立製作所 | Fuel pressure control device for in-cylinder injection engine |
DE10157641C2 (en) * | 2001-11-24 | 2003-09-25 | Mtu Friedrichshafen Gmbh | Method for controlling an internal combustion engine |
DE10302263B3 (en) * | 2003-01-22 | 2004-03-18 | Mtu Friedrichshafen Gmbh | Internal combustion engine revolution rate regulation involves using different characteristics for input parameter in different engine modes, changing between characteristics when condition fulfilled |
DE10330466B3 (en) * | 2003-07-05 | 2004-10-21 | Mtu Friedrichshafen Gmbh | Regulation method for IC engine with common-rail fuel injection system has pulse width modulation signal frequency switched between 2 values dependent on engine speed |
JP4088600B2 (en) | 2004-03-01 | 2008-05-21 | トヨタ自動車株式会社 | Correction method for booster fuel injection system |
DE102004023365B4 (en) * | 2004-05-12 | 2007-07-19 | Mtu Friedrichshafen Gmbh | Method for pressure control of a storage injection system |
DE102005029138B3 (en) * | 2005-06-23 | 2006-12-07 | Mtu Friedrichshafen Gmbh | Control and regulating process for engine with common rail system has second actual rail pressure determined by second filter |
DE102006040441B3 (en) * | 2006-08-29 | 2008-02-21 | Mtu Friedrichshafen Gmbh | Method for identifying opening of passive pressure limiting valve, involves supplying fuel from common-rail system in fuel tank, where load shedding is identified |
DE102006049266B3 (en) * | 2006-10-19 | 2008-03-06 | Mtu Friedrichshafen Gmbh | Method for recognizing opened passive pressure-relief-valve, which deviates fuel from common-railsystem into fuel tank, involves regulating the rail pressure, in which actuating variable is computed from rail-pressure offset |
DE102007056360B4 (en) * | 2007-11-22 | 2014-06-12 | Mtu Friedrichshafen Gmbh | Method for controlling an internal combustion engine |
DE102007060670B4 (en) * | 2007-12-17 | 2009-11-19 | Mtu Friedrichshafen Gmbh | Method for controlling an internal combustion engine |
-
2008
- 2008-11-24 DE DE102008058721A patent/DE102008058721B4/en not_active Expired - Fee Related
-
2009
- 2009-11-09 EP EP09749024A patent/EP2358987B1/en active Active
- 2009-11-09 US US13/130,824 patent/US9133786B2/en active Active
- 2009-11-09 CN CN200980148029.1A patent/CN102245885B/en active Active
- 2009-11-09 WO PCT/EP2009/007988 patent/WO2010057587A1/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
US20110231080A1 (en) | 2011-09-22 |
EP2358987A1 (en) | 2011-08-24 |
DE102008058721B4 (en) | 2011-01-05 |
CN102245885A (en) | 2011-11-16 |
DE102008058721A1 (en) | 2010-05-27 |
WO2010057587A1 (en) | 2010-05-27 |
US9133786B2 (en) | 2015-09-15 |
CN102245885B (en) | 2014-08-27 |
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