EP0930426B1 - Méthode pour prédéterminer la référence de pression d'un système d'injection de carburant avec accumulateur - Google Patents

Méthode pour prédéterminer la référence de pression d'un système d'injection de carburant avec accumulateur Download PDF

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Publication number
EP0930426B1
EP0930426B1 EP98124810A EP98124810A EP0930426B1 EP 0930426 B1 EP0930426 B1 EP 0930426B1 EP 98124810 A EP98124810 A EP 98124810A EP 98124810 A EP98124810 A EP 98124810A EP 0930426 B1 EP0930426 B1 EP 0930426B1
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European Patent Office
Prior art keywords
fup
timer
engine
injection pressure
output
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Application number
EP98124810A
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German (de)
English (en)
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EP0930426A2 (fr
EP0930426A3 (fr
Inventor
Andreas Hartke
Christian Dr. Birkner
Klaus Dr. Wenzlawski
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Siemens AG
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Siemens AG
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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • 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
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/606—Driving style, e.g. sporty or economic driving
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position

Definitions

  • the invention relates to a method for specifying the injection pressure setpoint in storage injection systems for supplying fuel in internal combustion engines.
  • Accumulator injection systems are increasingly used for the fuel supply of internal combustion engines, in which very high injection pressures are used.
  • Such injection systems are known as common rail injection systems (for diesel engines) and HPDI injection systems (for gasoline engines). These injection systems are characterized in that the fuel is conveyed with a high-pressure pump into a pressure accumulator common to all cylinders, from which the injectors or injectors on the individual cylinders of the engine are supplied.
  • the opening and closing of the injection valves is usually controlled electromagnetically.
  • the amount of fuel injected is proportional to the opening duration of the injection valve and the system or injection pressure, which is measured via a pressure sensor on the pressure accumulator.
  • the injection pressure is independent of the engine speed and therefore represents an additional variable that enables fuel to be injected as required.
  • the injection pressure for example, has a considerable influence on the combustion process in the cylinder via the fuel atomization that is dependent on it. By increasing the injection pressure in the lower speed range, the exhaust gas values can be improved. In general, it is always necessary to specify an injection pressure that is adapted to the engine operating point and the operating state, in order to obtain combustion that is optimal with regard to pollutant emissions, combustion noise and torque development.
  • the setpoint value for the injection pressure in the event of a sudden change for example the amount of fuel injected, can be raised or lowered with an adapted timing behavior.
  • the time constants T 1 , T 2 and the gain factor K PDT1 for the first DT 1 timing element 204 are taken from characteristic curves 201, 202 and 203 depending on the speed, in order to coordinate the setpoint intervention via the first timing element 204 depending on the speed.
  • variable FUP_SP in equation (2) is described depending on the engine operating state either with FUP_SP_ST for engine start, with FUP_SP_IS for engine idling or with FUP_SP_PL for load operation.
  • the timer 401 is also informed of the engine operating state in coded form via the ENGINE_STATE input.
  • the basic time constants T1_PT1_BAS for the PT 1 timer 401 are specified via the map 402 as a function of the coolant temperature TCO and the current control difference FUP_DIFF between the target and actual pressure of the injection in the high-pressure accumulator, in order to determine the behavior of the mixture preparation, which depends on the engine temperature, and that for the Pressure build-up and reduction take into account different timing behavior of the injection system.
  • this base time constant is subjected to a multiplicative weighting in a multiplication point 404 before it is fed as a final time constant to the timer 401 and processed there in the form of the variable T 1 according to equation (2).
  • the weighting is carried out with the aid of the map 403.
  • the information about the gear engaged is contained in coded form in the signal GEAR, which is present as an input variable on the map 403.
  • the signal DRIVER_MODE of the driver identification function of a transmission control for an automatic transmission may be present at a further input of the characteristic diagram 403.
  • the pressure build-up and pressure reduction in the high-pressure accumulator can be accelerated or decelerated in relation to the specified time behavior in order, for example, to take into account the driver's desire for optimal torque development.
  • the desired value FUP_SP for the injection pressure obtained in the form described at the output of the timing element 401 is fed to the injection pressure regulator in the electronic control unit 22 as an input signal, which ensures that the optimal injection pressure for a certain operating behavior is set in the pressure accumulator 18 of the fuel supply system.

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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)

Claims (7)

  1. Procédé pour prédéterminer la valeur de consigne de la pression d'injection dans des systèmes d'injection à accumulateur pour l'alimentation en carburant des moteurs à combustion interne, la pression dans un accumulateur de pression (18) étant réglée par l'allocation de la valeur de consigne en fonction des régimes du fonctionnement du moteur à combustion interne, comprenant
    des champs caractéristiques (101, 301, 302) pour une valeur de base de la pression d'injection dans le régime sous charge (FUP_SP_PL_BAS), lors du démarrage du moteur (FUP_SP_ST) et au ralenti (FUP_SP_IS);
    un premier élément temporisateur de commande DT1 différentiel (204) dont l'entrée est reliée à la sortie du champ caractéristique de régime sous charge (101) et dont le comportement dans le temps dépend du nombre de tours du moteur; et
    un second élément temporisateur de retardation PT1 (401) dont l'entrée est reliée à la sortie du premier élément temporisateur (204), aux sorties des champs caractéristiques (301, 302) du démarrage et du ralenti, et à la sortie d'un champ caractéristiques (402) pour la prédétermination d'une constante de temps de base (T1_PT1_BAS), et dont la sortie délivre la valeur de consigne de la pression d'injection (FUP_SP) pour le régime actuel du moteur à combustion interne.
  2. Procédé selon la revendication 1, comprenant une ligne caractéristique (102) pour la modification de la valeur de base de la pression d'injection (FUP_SP_PL_BAS) en fonction de la température du fluide de refroidissement à partir du champ caractéristique (101) pour le régime charge.
  3. Procédé selon la revendication 1, comprenant des lignes caractéristiques (201, 202, 203) pour l'attribution de constantes de temps (T1, T2) et d'un facteur d'amplification (KPDT1) au premier élément temporisateur en fonction du régime.
  4. Procédé selon la revendication 1, dans lequel la sortie du champ caractéristique (402) pour l'attribution d'une constante de temps de base (T1_PT1_BAS) au second élément temporisateur (401) est modifiée par un champ caractéristique (403) pour la vitesse engagée et la conduite routière du conducteur.
  5. Procédé selon la revendication 1, dans lequel un signal (ENGINE_STATE) sur le régime de fonctionnement du moteur est présent à l'entrée du second élément de temporisation (401).
  6. Procédé selon la revendication 1, dans lequel la forme récursive de l'équation de la fonction de transmittance du premier élément temporisateur (204) est la suivante:
    Figure 00150001
       dans laquelle:
    FUP_SP_DYN(i): signal de sortie du premier élément temporisateur;
    KPDT1: facteur d'amplification;
    T1: première constante de temps;
    T2: seconde constante de temps;
    FUP_SP_PL(i): valeur de consigne de la pression d'injection en régime charge;
    ta: temps de balayage,
       l'index i désignant l'itération de calcul actuelle et i-1 l'itération de calcul précédente.
  7. Procédé selon la revendication 1, dans lequel la forme récursive de l'équation de la fonction de transmittance du second élément temporisateur (401) est la suivante: UP_SP_DFT(i) = 11 + T1/Ta [T1/Ta(FUP_SP_DFT(i - 1)) + FUP_ SP(i)] FUP_SP_DFT(i) = 11 + T1/Ta [T1/Ta(FUP_SP_DFT(i - 1)) + FUP - SP(i)]    dans laquelle:
    FUP_SP_DFT(i): valeur de consigne retardée de la pression d'injection;
    FUP_SP_(i): valeur de consigne actuelle de la pression d'injection;
    T1: constante de temps de l'élément temporisateur de retardation;
    ta: temps de balayage,
       l'index i désignant l'itération de calcul actuelle et i-1 l'itération de calcul précédente.
EP98124810A 1998-01-13 1998-12-29 Méthode pour prédéterminer la référence de pression d'un système d'injection de carburant avec accumulateur Expired - Lifetime EP0930426B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19800940 1998-01-13
DE19800940 1998-01-13

Publications (3)

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EP0930426A2 EP0930426A2 (fr) 1999-07-21
EP0930426A3 EP0930426A3 (fr) 2000-11-08
EP0930426B1 true EP0930426B1 (fr) 2003-12-03

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US (1) US6035829A (fr)
EP (1) EP0930426B1 (fr)
DE (1) DE59810332D1 (fr)

Cited By (2)

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DE102005026441B4 (de) * 2005-06-08 2009-11-12 Continental Automotive Gmbh Verfahren zur Adaption des Vorsteuerkennfeldes einer volumenstromgeregelten Diesel-Common-Rail Pumpe
DE102017211077A1 (de) * 2017-06-29 2019-01-03 Continental Automotive Gmbh Verwendung einer Dieselinjektionsvorrichtung zum Einspritzen von Oxymethylenether (OME)

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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
DE19934833A1 (de) * 1999-07-24 2001-01-25 Bosch Gmbh Robert Verfahren zur Steuerung eines Common-Rail-Einspritzsystems
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DE10112163A1 (de) * 2001-03-14 2002-09-19 Bosch Gmbh Robert Speichereinspritzsystem (Common Rail) für Brennkraftmaschinen
DE10131783B4 (de) * 2001-07-03 2006-03-16 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine
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JP4274263B2 (ja) * 2007-03-29 2009-06-03 トヨタ自動車株式会社 車両の制御装置
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DE102012019457B3 (de) * 2012-10-04 2014-03-20 Mtu Friedrichshafen Gmbh Verfahren zur Raildruckregelung einer Brennkraftmaschine
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Cited By (2)

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Publication number Priority date Publication date Assignee Title
DE102005026441B4 (de) * 2005-06-08 2009-11-12 Continental Automotive Gmbh Verfahren zur Adaption des Vorsteuerkennfeldes einer volumenstromgeregelten Diesel-Common-Rail Pumpe
DE102017211077A1 (de) * 2017-06-29 2019-01-03 Continental Automotive Gmbh Verwendung einer Dieselinjektionsvorrichtung zum Einspritzen von Oxymethylenether (OME)

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Publication number Publication date
DE59810332D1 (de) 2004-01-15
EP0930426A2 (fr) 1999-07-21
US6035829A (en) 2000-03-14
EP0930426A3 (fr) 2000-11-08

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