EP0925434B1 - Systeme d'exploitation d'un moteur a combustion interne, en particulier d'un vehicule a moteur - Google Patents

Systeme d'exploitation d'un moteur a combustion interne, en particulier d'un vehicule a moteur Download PDF

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Publication number
EP0925434B1
EP0925434B1 EP98934877A EP98934877A EP0925434B1 EP 0925434 B1 EP0925434 B1 EP 0925434B1 EP 98934877 A EP98934877 A EP 98934877A EP 98934877 A EP98934877 A EP 98934877A EP 0925434 B1 EP0925434 B1 EP 0925434B1
Authority
EP
European Patent Office
Prior art keywords
pressure
storage space
temperature
control valve
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.)
Expired - Lifetime
Application number
EP98934877A
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German (de)
English (en)
Other versions
EP0925434A1 (fr
Inventor
Helmut Rembold
Ferdinand Grob
Dirk Mentgen
Heinz Stutzenberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0925434A1 publication Critical patent/EP0925434A1/fr
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Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
    • F02D41/1488—Inhibiting the regulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • 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
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1416—Observer
    • 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
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to a method for operating a Fuel supply system for an internal combustion engine especially a motor vehicle in which fuel in a Storage space promoted and a pressure in the storage space is generated in which an actual value of the pressure in the Memory space is measured by a pressure sensor, and in which the pressure in the storage space is regulated to a setpoint becomes.
  • the invention further relates to a Fuel supply system for an internal combustion engine in particular a motor vehicle, with a pump for Pumping fuel into a storage space and for Generation of a pressure in the storage space, with a Pressure sensor for measuring an actual value of the pressure in the Storage space, with a pressure control valve for influencing of the pressure in the storage space, and with a control unit for Regulation of the pressure in the storage space to a setpoint.
  • Such a fuel supply system is from the DE 196 22 071 A1 known.
  • the fuel in the Storage space provided under high pressure.
  • the pressure in the storage space is controlled using the Pressure control valve regulated to the desired setpoint.
  • Injection of fuel into a combustion chamber Internal combustion engine becomes one belonging to the combustion chamber Injector is opened and the injected fuel is then ignited with the help of a spark plug.
  • the amount of fuel to be injected is determined using the Time set that the respective injector is open. This time period is the pressure in the Storage space dependent. The greater the pressure, the shorter it is the time it takes to inject the same amount of fuel. To take into account the pressure in the storage space at the The storage space is used to determine the duration to be injected assigned a pressure sensor with which the actual value of the pressure in the storage space is measured.
  • the object of the invention is a method and a Fuel supply system of the type mentioned at the beginning create that even if the pressure sensor is defective enable correct fuel injection.
  • the control with which the Pressure in the storage space to the desired setpoint is replaced by a controller. With the help of It is then possible to control the pressure in the storage space at least insofar as the amount of the to continue to take into account the fuel to be injected largely correct injection is guaranteed.
  • the actual values of the pressure measured by the defective pressure sensor the storage space will no longer be used to regulate the The amount of fuel to be injected is taken into account. Instead of of which this regulation is replaced, so that then by the Control of the amount to be injected when dimensioning Fuel pressure to be taken into account in the storage space is delivered.
  • a defect in the pressure sensor can be caused by a Plausibility check can be recognized.
  • the signal driving the pressure control valve with that of the Pressure sensor emitted signal can be compared. give way these signals become essential over a longer period of time from each other, it can be concluded that there is an error become.
  • the control is replaced by the control. On this ensures that the need for a Replacement of the control by the control is reliably detected, and that the detachment as such is then carried out safely.
  • the regulation of the pressure in the Storage space replaced by an observer model.
  • the the Control replacing control thus has an observer model on. This determines from a plurality of input signals the current operating status of the Internal combustion engine. Depending on this operating state an output signal is then generated, the one represents characteristic size of the internal combustion engine. This output signal can then be used to for example the pressure in the storage space in the event of a defect of the pressure sensor.
  • the pressure sensor works correctly, these changes will be made by a target-actual value comparison of the desired and the actual pressure in the storage space and through the provided regulation of the pressure in the storage space compensated. If, on the other hand, the pressure sensor is defective, then at the controller replacing the control Temperature compensation using the observer model carried out.
  • the observer model determines for example from a plurality of input signals Output signal that the temperature or Temperature changes of the pressure control valve corresponds. from that can then change the resulting cross section the passage opening of the pressure control valve are closed, from which a corresponding compensation can be derived. This temperature compensation can then be activated when the Pressure control valve and thus when dimensioning the amount of fuel to be injected are taken into account.
  • Control the pressure in the storage space Supply voltage provided with a temperature-dependent factor is linked.
  • the Supply voltage is applied to the pressure control valve. Becomes the supply voltage by the temperature-dependent factor changed, the changing temperature of the Pressure control valve can be compensated.
  • a control voltage with a temperature-dependent factor is linked.
  • the pressure control valve is controlled.
  • the Cross section of the passage opening is controlled open state of the pressure control valve depending on the Control voltage.
  • the control voltage thus corresponds to the quantity the one flowing through the pressure control valve Fuel. Is the control voltage by the temperature-dependent factor changed, so the temperature of the Pressure control valve can be compensated.
  • the Factor depending on the temperature behavior of a Pressure in the storage space influencing pressure control valve determined. It is particularly useful if that Temperature behavior of the pressure control valve depending on the temperature behavior of a coil of the pressure control valve is determined.
  • the passage opening of the pressure control valve is influenced electromagnetically. Here is the cross section the larger the opening, the smaller the Pressure control valve driving control voltage is.
  • a large control voltage a high current flows through the coil of the pressure control valve. This has caused the coil to heat up Episode.
  • the heating of the coil in turn causes Change in the electrical resistance of the coil what again a change in the current through the coil and thereby changing the cross section of the Passage opening of the pressure control valve leads.
  • FIG. 1 shows a fuel supply system 1 shown for use in an internal combustion engine a motor vehicle is provided.
  • the fuel supply system 1 has a storage space 2 on, in the fuel from a container 3 by means of a first pump 4 with a pressure control valve 5 and by means of a second pump 6 with a pressure relief valve 7 can be.
  • the storage space 2 is with injection valves 8 connected with which the fuel in associated combustion chambers the internal combustion engine can be injected.
  • the Injectors 8 are preferably direct to the combustion chambers assigned so that the fuel goes directly into the combustion chambers is injected.
  • the actual pressure p is in the storage space 2 can be measured with the aid of a pressure sensor 9 connected to the same.
  • the pressure sensor 9 produces an output voltage of an actual value pist U, which is the actual p Durck corresponds.
  • a pressure control valve 10 is connected to the storage space 2, in the open state of which fuel can flow back into the container 3 via a passage opening.
  • the pressure control valve 10 has a coil, the armature of which dips into the passage opening of the pressure control valve 10. The cross section of this passage opening is changed by the position of the armature. The position of the armature depends on a control voltage U p acting on the pressure control valve 10, which can be analog or clocked.
  • the control voltage U p of the pressure control valve 10 is generated by a control unit 11, to which the actual value U pist is supplied as an input signal. Furthermore, the control device 11 is connected to a plurality of input signals 12 which characterize the respective operating state of the internal combustion engine.
  • a control and / or regulation of the actual pressure p is shown in the storage space 2 in FIG. 2a. This control and / or regulation is implemented by appropriate means in the control unit 11.
  • An output signal is generated from a map 13 from a load signal ⁇ representing the position of an accelerator pedal and thus a driver's request and a signal n M representing the speed of the internal combustion engine, which output signal represents a setpoint U psoll for the pressure in the storage space 2.
  • This setpoint U psoll is compared with the actual value U pist and the difference is fed to a controller 14.
  • the controller 14 uses this to generate an output signal which is additively linked to the setpoint U psoll to the control voltage U p .
  • This output signal is in this case such generated by controller 14 that the resulting control voltage U p the pressure control valve 10 just influenced so that the actual value U pist of the pressure p is Complies just a the target value U psoll corresponding pressure in the storage space. 2
  • the pressure control valve 10 is represented by an output stage 15 which serves for actuation and a resistor 16 which represents the coil.
  • the control voltage U p acts on the output stage 15, so that a current corresponding to the control voltage U p flows through the resistor 16.
  • a change in the control voltage U p causes a change in the current mentioned, which in turn has the consequence that the armature in the coil is displaced by a path corresponding to the change in current.
  • This in turn has the consequence that the cross section of the passage opening of the pressure control valve 10 is opened or closed. In this way, more or less fuel can flow out of the storage space 2 into the tank 3, which is accompanied by a reduction or increase in the actual pressure p ist in the storage space 2.
  • the coil heats up due to the current flowing through the resistor 16.
  • the degree of heating that is, the temperature of the coil and thus of the pressure control valve 10, is dependent on the current and thus on the control voltage U p and its changes. If the control voltage U p is changed by the controller 14 or by the characteristic diagram 13, the temperature of the coil and thus the resistor 16 also changes. However, a change in the resistor 16 also has the consequence that the current through the resistor 16 in turn and thus the current through the coil changes. This in itself leads to a change in the pressure p ist in the storage space 2.
  • the setpoint / actual value comparison shown and explained in FIG. 2a compensates for the change in pressure p is mentioned in the storage space 2.
  • the pressure p Independent of changes in temperature of the resistor 16 is supplied from the controller 14, the pressure p is controlled in the storage chamber 2 on the psoll predetermined by the desired value U pressure.
  • the control unit 11 compares the control voltage U p which drives the pressure control valve 10 with the actual value U psit generated by the pressure sensor 9. This comparison can be carried out sporadically and / or cyclically when the internal combustion engine is started up. If the signals mentioned deviate significantly from one another over a longer period of time, then the control unit 11 concludes that the pressure sensor 9 is defective. Alternatively or in addition to the described comparison, other possibilities of plausibility checks are also conceivable, with which the control unit 11 ensures the correct functioning of the Check and detect pressure sensor 9.
  • control unit 11 detects a defect in the pressure sensor 9, the regulation of the pressure in the storage space 2, in particular the controller 14, which is illustrated and explained in FIG. 2a, is switched off.
  • the controller 14 therefore no longer generates an output signal.
  • the control voltage U p corresponds to the target value U psoll , that is to say the control voltage acts on the amplifier 15 unaffected by the actual value U pist .
  • the said regulation of the pressure in the storage space 2 is then replaced by a controller. This means that after the Switching off the regulation a control of the pressure in the Storage space 2 is turned on with the control is replaced. This replacement by the controller, like that Control as such is controlled by the control unit 11 carried out.
  • An observer model 17 is provided to control the pressure in the storage space 2.
  • a plurality of input signals are supplied to this, which characterize the operating state of the internal combustion engine and / or the motor vehicle, for example the load signal ⁇ , the speed of the internal combustion engine n M , the speed of the motor vehicle, the temperature of the cooling water, the temperature of the intake air or the like. From these input signals, the observer model generates an output signal which acts on the pressure control valve 10 as a factor k via a coupling element 18.
  • the following applies to the coil current i: i / Ampere U p x U o / Volt xkx 1 / R / Ohm.
  • the value c is known from the characteristic curve of the pressure control valve 10.
  • U p is generated by the map 13 and corresponds to U psoll due to the switched-off controller 14.
  • U 0 is the supply voltage of the motor vehicle.
  • R 0 is the reference value of the resistor 16 which it has at a specific temperature.
  • ⁇ is a constant with which the resistance R, starting from the reference value R 0 , changes with a temperature change ⁇ T of the pressure control valve 10.
  • the temperature change ⁇ T of the pressure control valve 10 can be from the observer model 17 with the help of a heat balance calculation calculated from the input signals of the observer model 17 become.
  • the hydraulic heat loss plays a role, which arises in the pressure control valve 10, and which for Heating of the fuel leads. It is also possible that heat is dissipated, for example during a hot start the internal combustion engine.
  • the electrical one plays Heat loss in the pressure control valve 10 and Heat exchange of the pressure control valve 10 with the environment a role. All of these heat contributions can be made from the Input signals are calculated and a total of ⁇ T is determined become.
  • the pressure p in the storage chamber 2 is thus linearly dependent on the control voltage U p.
  • the temperature dependency of the pressure control valve 10 is thus compensated.
  • the factor k is coupled in for compensation in that it is linked to the supply voltage U 0 .
  • the supply voltage U 0 is therefore changed by the factor k.
  • the control of the pressure in the storage space 2 is thus achieved in FIG. 2a by temperature-dependent compensation of the supply voltage U 0 .
  • a control and / or regulation of the actual pressure p is shown in the storage space 2 in FIG. 2b. This control and / or regulation is implemented by appropriate means in the control unit 11.
  • the factor k is injected for compensation in that it is linked to the control voltage U p .
  • the control voltage U p is therefore changed by the factor k.
  • control voltage U p is an analog voltage
  • the factor k or k 'can be brought into effect immediately. If the control voltage U p is a clocked voltage, this results in an average mean value which ultimately corresponds to the analog control voltage U p . In this case, the factor k or k 'can be brought into effect by changing the clock ratio accordingly.

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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)

Claims (9)

  1. Procédé de mise en oeuvre d'un système d'alimentation en carburant (1) d'un moteur à combustion interne, notamment d'un véhicule, selon lequel le carburant est transféré à une chambre accumulatrice (2) et on crée une pression (Preel) dans la chambre accumulatrice (2), on mesure la valeur réelle (Upreel) de la pression (Preel) dans la chambre accumulatrice (2) à l'aide d'un capteur de pression (9), et on régule la pression dans la chambre accumulatrice (2) à une valeur de consigne (Upcons),
    caractérisé en ce qu'
    on détecte un défaut du capteur (9) et après la détection du défaut on déclenche la régulation de la pression dans la chambre accumulatrice (2) par une commande comportant un modèle d'observation (17).
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on effectue une compensation de température du modèle d'observation (17).
  3. Procédé selon l'une quelconque des revendications 1 ou 2,
    caractérisé en ce que
    pour commander la pression dans la chambre accumulatrice (2) on a une tension d'alimentation (U0) que l'on combine à un coefficient (k) dépendant de la température.
  4. Procédé selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que
    pour la commande et/ou la régulation de la pression dans la chambre accumulatrice (2), une tension de commande (Up) est combinée à un coefficient (k) dépendant de la température.
  5. Procédé selon l'une quelconque des revendications 3 ou 4,
    caractérisé en ce qu'
    on détermine le coefficient (k) en fonction du comportement en température d'une soupape de commande de pression (10) influençant la pression dans la chambre accumulatrice.
  6. Procédé selon la revendication 5,
    caractérisé en ce qu'
    on détermine le comportement en température de la soupape de commande de pression (10) en fonction du comportement en température d'une bobine de la soupape de commande de pression (10).
  7. Procédé selon l'une quelconque des revendications 3 à 6,
    caractérisé en ce qu'
    on divise le coefficient (k) dépendant de la température par la tension d'alimentation (Uo).
  8. Procédé selon l'une quelconque des revendications 3 à 7,
    caractérisé en ce qu'
    on génère le coefficient dépendant de la température (k) en fonction du régime du moteur à combustion interne et/ou de la vitesse du véhicule et/ou de la température de l'eau de refroidissement et/ou de la température de l'air aspiré.
  9. Système d'alimentation en carburant (1) pour un moteur à combustion interne équipant notamment un véhicule automobile, comprenant une pompe (4, 6) pour débiter le carburant dans une chambre accumulatrice (2) et générer une pression (Preel) dans la chambre accumulatrice (2), un capteur de pression (9) pour mesurer la valeur réelle (Upreel) de la pression (Preel) dans la chambre accumulatrice (2), une soupape de commande de pression (10) pour influencer la pression (Preel) dans la chambre accumulatrice (2) et un appareil de commande (11) pour réguler la pression dans la chambre accumulatrice (2) à une valeur de consigne (Upcons),
    caractérisé en ce que
    l'appareil de commande (11) comporte des moyens pour déceler un défaut des capteurs de pression (9) et qui, après détection d'un défaut, déclenchent la régulation de la pression dans la chambre accumulatrice (2) avec une commande comportant un modèle d'observation (17).
EP98934877A 1997-07-08 1998-06-09 Systeme d'exploitation d'un moteur a combustion interne, en particulier d'un vehicule a moteur Expired - Lifetime EP0925434B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19729101A DE19729101A1 (de) 1997-07-08 1997-07-08 System zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19729101 1997-07-08
PCT/DE1998/001565 WO1999002837A1 (fr) 1997-07-08 1998-06-09 Systeme d'exploitation d'un moteur a combustion interne, en particulier d'un vehicule a moteur

Publications (2)

Publication Number Publication Date
EP0925434A1 EP0925434A1 (fr) 1999-06-30
EP0925434B1 true EP0925434B1 (fr) 2002-11-27

Family

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EP98934877A Expired - Lifetime EP0925434B1 (fr) 1997-07-08 1998-06-09 Systeme d'exploitation d'un moteur a combustion interne, en particulier d'un vehicule a moteur

Country Status (6)

Country Link
US (1) US6209521B1 (fr)
EP (1) EP0925434B1 (fr)
JP (1) JP4082744B2 (fr)
KR (1) KR100696085B1 (fr)
DE (2) DE19729101A1 (fr)
WO (1) WO1999002837A1 (fr)

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US5492099A (en) * 1995-01-06 1996-02-20 Caterpillar Inc. Cylinder fault detection using rail pressure signal
JP3449041B2 (ja) * 1995-06-02 2003-09-22 株式会社デンソー 内燃機関の燃料供給装置
DE19548278B4 (de) * 1995-12-22 2007-09-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

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JP4082744B2 (ja) 2008-04-30
DE59806437D1 (de) 2003-01-09
WO1999002837A1 (fr) 1999-01-21
KR100696085B1 (ko) 2007-03-20
KR20000068451A (ko) 2000-11-25
DE19729101A1 (de) 1999-01-14
JP2001500219A (ja) 2001-01-09
EP0925434A1 (fr) 1999-06-30
US6209521B1 (en) 2001-04-03

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