EP1072780B1 - Méthode de contrôle pour un système d'injection à rail d'alimentation commune - Google Patents

Méthode de contrôle pour un système d'injection à rail d'alimentation commune Download PDF

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Publication number
EP1072780B1
EP1072780B1 EP00107645A EP00107645A EP1072780B1 EP 1072780 B1 EP1072780 B1 EP 1072780B1 EP 00107645 A EP00107645 A EP 00107645A EP 00107645 A EP00107645 A EP 00107645A EP 1072780 B1 EP1072780 B1 EP 1072780B1
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EP
European Patent Office
Prior art keywords
injection quantity
state
rail pressure
steady
characteristic curve
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
EP00107645A
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German (de)
English (en)
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EP1072780A2 (fr
EP1072780A3 (fr
Inventor
Hermann Grieshaber
Heribert Haerle
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
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Publication date
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Publication of EP1072780A2 publication Critical patent/EP1072780A2/fr
Publication of EP1072780A3 publication Critical patent/EP1072780A3/fr
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Publication of EP1072780B1 publication Critical patent/EP1072780B1/fr
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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
    • 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
    • F02D41/30—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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the present invention relates to a method for controlling a common-rail injection system for internal combustion engines, in particular for turbochargeable diesel engines, according to the preamble of patent claim 1.
  • boost pressure deficit In transient operations, such as a sudden increase in load on a turbochargeable diesel engine creates a sudden boost pressure deficit, which can lead to a sudden sharp increase in soot emissions.
  • boost pressure deficit is conventionally Counteracted by a charge pressure-dependent limitation of the maximum injection quantity.
  • this measure increases the time required to provide the full engine torque.
  • turbocharged engines it is, in contrast to conventional naturally aspirated, of great importance, whether the engine at steady state load (ie, constant injection quantity) or transient load is operated.
  • steady state load ie, constant injection quantity
  • transient load the engine at steady state load
  • the exhaust stream drives a turbine, which in turn pressurizes a compressor which forces the fresh air into the combustion chamber. If more fuel is injected into the combustion chamber, the higher energy in the exhaust gas results in a higher boost pressure.
  • the boost pressure therefore depends heavily on the injection quantity.
  • a steady-state operating point speed and load constant
  • a balanced state results, ie the turbocharger rotates at a constant speed. In transient load conditions, such a balanced state is not present.
  • smoke characteristic map In order to prevent or at least reduce such a smoke surge, it is known to limit the injection quantity as a function of the rotational speed and the boost pressure during a transient increase in load (so-called smoke characteristic map).
  • a fuel injection control device of an internal combustion engine in which a number of injection nozzles are associated with a pressurized fuel collection chamber. There are further provided drive means for controlling the fuel to be delivered and control means for adjusting the pressure in the pressure chamber to a predetermined value.
  • a method for specifying an injection pressure setpoint for a common rail system is described. There, a setpoint, based on the amount and speed specified. This value is added to a dynamic correction value, which is determined by means of a differentiating behavior having timer, based on the speed. In other words, a value having a specific time behavior is added to the value of the stationary operating state. That is, the setpoint is formed by reading a map value plus adding a dynamically changing value.
  • the object of the invention is to provide a control of a common rail injection system with which the total particle emission compared to conventional solutions can be reduced in a simple manner.
  • the rail pressure is increased at steady-state engine load with respect to the rail pressure at steady-state engine load at the same injection quantities in each case by a constant amount.
  • a constant value to a steady-state characteristic can be carried out in a simple and inexpensive manner in terms of control engineering.
  • a preferred differential rail pressure amount is 200-400 bar, in particular 300 bar.
  • Such Railvikabickenungen are easy to implement and lead to favorable changes in the characteristics of the internal combustion engine. It should be noted, however, that the rail pressure increase or the differential rail pressure amount need not be constant, and the indicated pressure values are given by way of example only.
  • the Rail réelleanhebung can be chosen freely, and can be optimized, for example, depending on the engine parameters speed, load, or other parameters.
  • a maximum allowable injection amount per engine stroke as a function of turbocharging pressure of the internal combustion engine in the first, stationary or quasi-stationary load state according to a first characteristic, and in the second, transient load state according to a second Characteristic set, wherein the maximum allowable injection quantity is increased at unsteady load state with respect to the maximum allowable injection quantity in steady-state or quasi-stationary load condition at the same boost pressure.
  • the full engine torque is only available when the boost pressure exceeds a certain point of a smoke characteristic curve and the injection quantity, depending on the engine speed, may no longer be increased.
  • the combination of the increase of the rail pressure or injection pressure according to the invention and the simultaneous increase of the limiting amount in the so-called smoke map results in the following advantages in particular: At the same maximum exhaust gas turbidity (target value of the increase in quantity in the smoke map) the smoke pulse is shortened and the total particle emission is reduced. Full engine torque is achieved earlier than conventional solutions, and higher horsepower is available to the driver during load increase. During driving, this results in advantages in the starting and acceleration behavior. Overall, the efficiency of an engine controlled by the method according to the invention is improved during the rail pressure increase, which leads, for example, to a lower specific consumption.
  • the implementation of the method according to the invention can be done by software, conventionally existing EDC sensors can be used.
  • the injection differential amount is 15-25, in particular 21 mg / stroke. With such difference amounts is the time duration until, for example, about 90% of the stationary full-load torque is available, can be shortened by about 30%. Furthermore, during a transient phase, the driver is up to 20% higher torque available.
  • the injection differential amount or the increase in the injection quantity likewise does not necessarily have to be chosen to be constant, whereby here too the indicated values are only given by way of example. The limits can also be freely selected within the framework of an optimization.
  • Fig. 1 represents the curve 12.
  • the curves 10 and 12 apply to the same constant speed for simplicity of illustration. It can be seen that the rail pressure is increased over the entire permissible injection quantity range by a constant amount compared with the stationary case. If, for example, at constant speed, the accelerator pedal fully depressed (the engine is in the representation of Fig. 1 from point 2 to point 3), the rail pressure is raised as shown.
  • the measure of the increase, which in the Fig. 1 is not shown in detail depends in particular on the speed and the level of the normal rail pressure curve (curve 10).
  • the abscissa indicates the time, on the left ordinate the available torque and on the right ordinate the exhaust opacity.
  • the curves A, B show the available torque as a function of time, and the curves C, D the exhaust opacity as a function of time during a transient full load.
  • the solid lines each show the curves when using the Railbuchanhebung invention, the dashed curves show the state without Raildruckanhebung.
  • the second measure provided according to the invention namely the increase of the maximum allowable injection quantity in the smoke map at unsteady full load is explained.
  • the maximum allowable injection quantity Me is shown as a function of the boost pressure p provided (corrected) by means of a turbocharger.
  • Curve F (dashed line) here represents the characteristic curve for a transient partial load
  • curve G is the characteristic curve for a transient full load
  • curve H is the characteristic curve provided according to the invention for a transient full load with increase of the limiting quantity in the case of a rail pressure increase.
  • the characteristic curve H it is now provided to allow an additional increase in the injection quantity in such a case, as shown by the characteristic curve H.
  • the characteristic curve is increased by an approximately constant amount relative to the characteristic curve of the curve G.
  • the injection quantity from point 2 is increased via point 3 of curve G to point 3 'of curve H.
  • the characteristic curve or curve H passes over the point 3 'into the point 4.
  • the measure according to the invention therefore consists in increasing the maximum permissible injection quantity for a state of the transient load of the engine compared with the conventional maximum injection quantity. It should be noted that the increase in the limiting amount should be made only in conjunction with the Railbucherhöhung. Optimum results can be achieved with this combination of measures.
  • Fig. 4 The achievable with this measure results are in Fig. 4 shown.
  • the curves A, B symbolize the course of the torque over time at unsteady full load
  • the curves D, E the corresponding Abgastrübung.
  • the solid lines indicate states in which a rail pressure boost and an increased maximum injection amount are provided
  • the dashed lines indicate the base state Fig. 2 , ie without Railbuchanhebung and without the additional increase of the maximum injection quantity according to the curve H of Fig. 3 ,

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (8)

  1. Procédé de commande d'un système d'injection à rampe commune pour des moteurs à combustion interne suralimentés par turbocompresseur, notamment de moteurs Diesel, selon lequel, dans un premier état de charge stationnaire ou quasi stationnaire du moteur à combustion interne, on règle la pression de la rampe commune en fonction de la quantité injectée selon une première courbe caractéristique,
    caractérisé en ce que
    dans un second état de charge non stationnaire du moteur à combustion interne, notamment pour la charge maximale non stationnaire, on règle la pression de la rampe commune en fonction de la quantité injectée selon une seconde courbe caractéristique,
    la pression de la rampe pour l'état de charge non stationnaire par rapport à la pression de rampe pour l'état de charge stationnaire ou quasi stationnaire, étant chaque fois augmentée de la même quantité à injecter.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la seconde courbe caractéristique se distingue de la première courbe caractéristique d'une différence constante d'amplitude de pression dans la rampe.
  3. Procédé selon la revendication 1,
    caractérisé en ce que
    la différence de la pression de rampe est sélectionnée ou optimisée en tenant compte des paramètres du moteur à combustion interne et en fonction de ceux-ci.
  4. Procédé selon la revendication 2,
    caractérisé en ce que
    la différence de pression de rampe est de 200-400 bars, notamment 300 bars.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on règle une quantité d'injection maximale autorisée par course du moteur à combustion interne en fonction de la pression du turbocompresseur du moteur à combustion interne dans un premier état de charge stationnaire ou quasi stationnaire selon une première courbe caractéristique et dans un second état de charge non stationnaire, selon une seconde courbe caractéristique,
    la quantité maximale autorisée injectée pour l'état de charge non stationnaire par rapport à la quantité injectée maximale autorisée pour l'état de charge stationnaire ou quasi stationnaire étant chaque fois augmentée pour la même pression d'alimentation.
  6. Procédé selon la revendication 5,
    caractérisé en ce que
    la seconde courbe caractéristique de quantité d'injection se distingue de la première courbe caractéristique de quantité d'injection au moins en partie d'une amplitude de différence de quantité d'injection pratiquement constante.
  7. Procédé selon la revendication 6,
    caractérisé en ce que
    l'amplitude de différence de quantité d'injection par rapport aux paramètres du moteur à combustion interne et/ou des émissions est choisie librement ou est optimisée.
  8. Procédé selon la revendication 6,
    caractérisé en ce que
    l'amplitude de la différence de quantité injectée est de 15-25, et notamment 21 mg/course.
EP00107645A 1999-07-24 2000-04-08 Méthode de contrôle pour un système d'injection à rail d'alimentation commune Expired - Lifetime EP1072780B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19934833A DE19934833A1 (de) 1999-07-24 1999-07-24 Verfahren zur Steuerung eines Common-Rail-Einspritzsystems
DE19934833 1999-07-24

Publications (3)

Publication Number Publication Date
EP1072780A2 EP1072780A2 (fr) 2001-01-31
EP1072780A3 EP1072780A3 (fr) 2003-05-07
EP1072780B1 true EP1072780B1 (fr) 2008-02-27

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EP00107645A Expired - Lifetime EP1072780B1 (fr) 1999-07-24 2000-04-08 Méthode de contrôle pour un système d'injection à rail d'alimentation commune

Country Status (4)

Country Link
US (1) US6401692B1 (fr)
EP (1) EP1072780B1 (fr)
JP (1) JP2001055949A (fr)
DE (2) DE19934833A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10337916A1 (de) * 2003-08-18 2005-03-17 Vorwerk & Co. Interholding Gmbh Reluktanzmotor und Verfahren zum Wickeln eines Reluktanzmotors
US7332001B2 (en) * 2003-10-02 2008-02-19 Afton Chemical Corporation Method of enhancing the operation of diesel fuel combustion systems
US8192698B2 (en) * 2006-01-27 2012-06-05 Parker-Hannifin Corporation Sampling probe, gripper and interface for laboratory sample management systems
US7426917B1 (en) * 2007-04-04 2008-09-23 General Electric Company System and method for controlling locomotive smoke emissions and noise during a transient operation
DE102008001992A1 (de) 2007-12-18 2009-06-25 Robert Bosch Gmbh Verfahren zum Kontrollieren einer Einspritzung
DE102010003736A1 (de) * 2010-04-08 2011-10-13 Man Diesel & Turbo Se Brennkraftmaschine und Verfahren zum Steuern des Betriebs der Brennkraftmaschine
WO2012093659A1 (fr) * 2011-01-07 2012-07-12 Nissan Motor Co., Ltd. Dispositif et procédé de commande de combustion pour moteur diesel

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6234742Y2 (fr) * 1981-05-09 1987-09-04
US4841936A (en) 1985-06-27 1989-06-27 Toyota Jidosha Kabushiki Kaisha Fuel injection control device of an internal combustion engine
JPH0646011B2 (ja) * 1985-09-13 1994-06-15 トヨタ自動車株式会社 内燃機関の空燃比制御装置
US5313924A (en) * 1993-03-08 1994-05-24 Chrysler Corporation Fuel injection system and method for a diesel or stratified charge engine
IT1261574B (it) * 1993-09-03 1996-05-23 Fiat Ricerche Sistema di controllo dell'iniezione in impianti di iniezione ad alta pressione per motori a combustione interna
IT1268026B1 (it) * 1994-03-01 1997-02-20 Fiat Ricerche Sistema elettronico per il controllo della pressione di iniezione in transitorio.
JP2885076B2 (ja) * 1994-07-08 1999-04-19 三菱自動車工業株式会社 蓄圧式燃料噴射装置
DE4446246C2 (de) * 1994-12-23 1999-10-21 Mtu Friedrichshafen Gmbh Verfahren zur Regelung des Lastannahme- und Beschleunigungsverhaltens von aufgeladenen Brennkraftmaschinen
ES2195054T3 (es) 1996-06-14 2003-12-01 Fiat Ricerche Metodo y dispositivo para controlar la inyeccion de un motor diesel sobrealimentado en regimen transitorio.
CA2258248C (fr) 1996-06-18 2004-04-06 Abb Power T & D Company Inc. Fluides isolants riches en acide oleique et procede de fabrication associe
DE19645389C1 (de) * 1996-11-04 1998-03-26 Daimler Benz Ag Verfahren zur Regelung der Vollasteinspritzmenge einer Dieselbrennkraftmaschine
EP0930426B1 (fr) * 1998-01-13 2003-12-03 Siemens Aktiengesellschaft Méthode pour prédéterminer la référence de pression d'un système d'injection de carburant avec accumulateur

Also Published As

Publication number Publication date
JP2001055949A (ja) 2001-02-27
DE19934833A1 (de) 2001-01-25
EP1072780A2 (fr) 2001-01-31
DE50014989D1 (de) 2008-04-10
US6401692B1 (en) 2002-06-11
EP1072780A3 (fr) 2003-05-07

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