CN102272434B - 内燃机共轨系统中的压力控制 - Google Patents
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- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
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- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
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Abstract
根据本发明的装置和方法包括形成控制信号的控制器(7),所述控制器被配置为接收CR系统上的压力数据,并且控制器压力基准数据设定于所述CR系统中。此外,该装置还包括模块(9),其形成在形成所述控制信号时取代设定的压力基准值的内部压力基准值。
Description
技术领域
本发明涉及内燃机CR系统中的压力控制。本发明也涉及在应用了CR系统的采用燃气的内燃机(即,燃气发动机)中的导向燃料供给系统。CR系统是指共轨,即共轨燃料注入系统。在CR系统中,燃料达到期望的压力水平,并且将加压后的燃料供给到发动机汽缸的喷嘴处。该系统具有压力累积能力。
现有技术
图1示出了已知的控制CR系统1中的压力的方法的示例。在该示例中,在注入系统的两个点进行压力测量,但是这里也可以有仅仅一个测量点或有几个测量点。利用压力传感器2来测量压力,并且将测量数据从压力传感器2传送到主控制模块3。主控制模块将该压力数据转送到汽缸控制模块4,其中汽缸控制模块4针对汽缸提供汽缸特定/汽缸组特定的控制以调整送往该汽缸的燃料流,并且控制到该CR系统的燃料供给。在诸如控制阀5的控制单元中控制燃料供给。以这种方式,通过每一控制单元的燃料流速几乎相同。
图2显示了这样一种情形,其中,在主控制模块3中或者主控制模块3与汽缸控制模块4之间的通信中出现故障。在这种情况下,没有有关CR系统的压力的信息可以被传送到汽缸控制模块。如果将压力数据优选地从CR系统的最接近的压力传感器6直接传送到各个汽缸控制模块,那么现实的问题就是不能够确保每个控制单元都接收到几乎相同数量的燃料。汽缸控制单元4采用不同的压力基准,即使压力传感器数据是相同的,汽缸控制模块也是相互独立的并且彼此之间不进行通信。CR系统中的压力控制是不稳定的,这是因为压力测量数据对于不同的控制单元可能是不相等的。这是由于,例如压力传感器、CR系统中的压力波之间的差异和汽缸控制模块不同步。最后,供给装置5向CR系统提供不同的流速。一些供给装置5完全打开,即,它们提供最大的流速。其他供给装置则是关闭的,即,它们不允许任何燃料流过。由于该控制是不稳定的,控制单元的使用寿命被缩短,并且最终可能导致发动机的停止工作。
发明的简单描述
本发明的目的是提供一种用于消除或者至少减少上述问题的缺点的方法和装置。可以通过根据权利要求1的方法和根据权利要求6的装置来实现该目的。
根据本发明的控制内燃机的CR系统中的压力的方法包括以下步骤:测量CR系统中的压力;通过采用控制信号数据形成内部压力基准值,所述内部压力基准值用于在形成控制信号时代替设定的压力基准值;以及形成作为对该测量和对该设定的内部压力基准值的响应的控制信号。
形成内部压力基准值的步骤包括减少设定基准值对内部压力基准值的影响的操作,该操作可以通过从设定基准值中减去特定部分来实现,所述特定部分依据特定的准则取决于控制信号值。
根据本发明的装置包括用以形成控制信号的控制器,其中,将所述控制器配置为接收CR系统的压力数据,并且在所述控制器中设置压力基准数据。此外,该装置还包括用以形成内部压力基准值的模块,所述内部压力基准值用于在形成控制信号时代替设定的压力基准值,将该模块配置为采用设定的压力基准值和控制信号数据来形成内部压力基准值。
该模块包括用以减少设定的基准值对内部压力基准值的影响子模块。将该子模块配置为从设定的基准值中减去一部分,所述部分依据特定准则取决于控制信号的值。例如,一种补偿算法可以用作该准则。
图列表
下面参照附图更加详细地描述本发明。
图1示出了控制CR系统中的压力的已知配置的示例;
图2示出了在CR系统的压力控制系统中的故障的示例;
图3示出了根据本发明的CR系统中的压力控制系统的示例;
图4示出了根据本发明的减少设定的基准值的影响的示例;
图5示出了根据本发明的方法的示例。
图的说明
图3示出了根据本发明的解决方案的示例,其中,内燃机的汽缸控制模块4具有这样的操作,即,通过该操作可以减少设定的基准值11对控制信号的影响。如前面所已知的,汽缸控制模块具有控制器7,控制器7形成作为对压力测量数据和设定的压力基准的响应的控制信号。将该控制器的输出8传送到诸如流量阀的装置5(图2),该装置5从属于汽缸控制模块。
可以通过从设定的基准值中减去特定部分100来减少设定的基准值的影响。剩余部分形成内部基准值,该内部基准值可被控制器采用而代替设定的基准值。通过采用当前的控制信号数据来提供要减去的部分。该控制器输出8可以在其被使用前在低通滤波器20中进行滤波。
根据一种实施方式,汽缸控制模块4包括子模块9,该子模块9包括子模块10,子模块10用以减少设定的基准值对内部压力基准值110的影响。将子模块10配置为从设定的基准值减去特定的部分,其中,所述部分依据特定准则取决于控制信号的值。
可以通过编程或例如通过专用集成电路(ASIC:Application Specific IntegratedCircuit)卡或通过采用某些其它适合的技术实现来实现这些模块。这些模块也可以在物理上或在编程意义上是一个更大的集成的单元的一部分。
图4示出了采用内部基准值的示例。水平A对应于可能的控制信号值的0%。曲线12例示了内部基准值。一旦控制信号的值在X轴方向上开始增加,内部基准值就减小。水平B例示了可能的控制信号值的100%。
实际上,可以将要从设定的基准值减去的部分配置为使得通过将设定的压力基准值、控制信号值与特定系数一起相乘来形成该部分。可以通过乘法与除法运算来形成该系数,也可以采用积分来形成该系数。
图5示出了该方法的示例。
该方法包括以下步骤:测量51内燃机的压力;通过利用控制信号数据形成52内部压力基准值,该内部压力基准值用于在形成控制信号时代替设定的压力基准值;以及形成53作为对该测量和对设定的内部压力基准值的响应的控制信号。
基于以上描述,该方法使得可以在控制器部7中采用内部基准值来代替设定的基准值。
形成内部压力基准值的步骤包括减少设定的基准值对内部压力基准值的影响的操作,该操作从设定的基准值中减去特定部分,该特定部分依据特定准则而取决于控制信号的值(参见图4)。要减去的部分可以被配置为通过将设定的压力基准值、控制信号值与特定的系数一起相乘来形成。将该系数配置可以通过乘法与除法运算来形成,而且可以通过利用积分来形成。
从以上描述可见,可以通过几种不同的解决方案来提供发明性的实施方式。因此,显然本发明不应仅局限于本文中所公开的示例。
因此,在本创造性构想的框架内可以实现根据本发明的任何实施方式。
Claims (4)
1.一种控制内燃机的共轨系统的压力的方法,所述方法包括以下步骤:
测量所述共轨系统的压力(51),并形成作为对所述测量和设定的压力基准值的响应的控制信号,
其特征在于
所述方法还包括步骤(53),该步骤通过利用所述控制信号来形成内部压力基准值,所述内部压力基准值在形成所述控制信号时使用,其中形成所述内部压力基准值的步骤包括从所述设定的基准值中减去特定部分的操作,所述部分取决于所述控制信号的值,要减去的所述部分被配置为通过将所述设定的压力基准值、所述控制信号值和特定的系数一起相乘来形成,所述特定的系数是通过乘法与除法运算或者通过积分来形成的,使得一旦所述控制信号值开始增加所述内部压力基准值就减小。
2.一种用于控制内燃机的共轨系统的压力的装置,所述装置包括:
形成控制信号的控制器(7),将所述控制器配置为接收所述共轨系统的压力数据,并且在所述控制器中设置压力基准数据,其特征在于,所述装置还包括:
模块(9),其形成在形成所述控制信号(8)时使用的内部压力基准值(110),将所述模块配置为利用所设置的压力基准值和所述控制信号来形成所述内部压力基准值,所述模块(9)包括:
子模块(10),将其配置为从所设置的基准值减去特定的部分,所述部分取决于所述控制信号的值,要减去的所述部分被配置为通过将所设置的压力基准值、所述控制信号值和特定的系数一起相乘来形成。
3.根据权利要求2所述的装置,其特征在于:
所述装置是汽缸控制模块(4)。
4.根据权利要求2和3中任一权利要求所述的装置,其特征在于:
所述控制信号被配置为其在所述模块中被使用之前在低通滤波器(20)中进行处理。
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FI20086255A FI121319B (fi) | 2008-12-31 | 2008-12-31 | Menetelmä ja laitteisto polttomoottorin CR-järjestelmän paineen säätämiseksi |
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PCT/FI2009/051000 WO2010076380A1 (en) | 2008-12-31 | 2009-12-15 | Pressure control in the common rail system of a combustion engine |
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- 2008-12-31 FI FI20086255A patent/FI121319B/fi not_active IP Right Cessation
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- 2009-12-15 KR KR1020117015108A patent/KR101488062B1/ko active IP Right Grant
- 2009-12-15 EP EP09804200.5A patent/EP2370683B1/en active Active
- 2009-12-15 CN CN200980153176.8A patent/CN102272434B/zh active Active
- 2009-12-15 US US13/141,909 patent/US8744725B2/en active Active
- 2009-12-15 WO PCT/FI2009/051000 patent/WO2010076380A1/en active Application Filing
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Also Published As
Publication number | Publication date |
---|---|
FI20086255A (fi) | 2010-07-01 |
KR20110111393A (ko) | 2011-10-11 |
US20110257868A1 (en) | 2011-10-20 |
KR101488062B1 (ko) | 2015-01-29 |
US8744725B2 (en) | 2014-06-03 |
CN102272434A (zh) | 2011-12-07 |
EP2370683B1 (en) | 2019-01-30 |
FI20086255A0 (fi) | 2008-12-31 |
FI121319B (fi) | 2010-09-30 |
WO2010076380A1 (en) | 2010-07-08 |
EP2370683A1 (en) | 2011-10-05 |
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