EP1086307B1 - Common-rail-system mit einer gesteuerten hochdruckpumpe als zweites druckregelmittel - Google Patents

Common-rail-system mit einer gesteuerten hochdruckpumpe als zweites druckregelmittel Download PDF

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Publication number
EP1086307B1
EP1086307B1 EP00910529A EP00910529A EP1086307B1 EP 1086307 B1 EP1086307 B1 EP 1086307B1 EP 00910529 A EP00910529 A EP 00910529A EP 00910529 A EP00910529 A EP 00910529A EP 1086307 B1 EP1086307 B1 EP 1086307B1
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EP
European Patent Office
Prior art keywords
pressure
state
signal
fuel
operating state
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.)
Revoked
Application number
EP00910529A
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German (de)
English (en)
French (fr)
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EP1086307A1 (de
Inventor
Peter Schubert
Andreas Kellner
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Robert Bosch GmbH
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Robert Bosch GmbH
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Classifications

    • 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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion

Definitions

  • the invention relates to a method and a device for controlling a Internal combustion engine according to the preambles of the independent claims.
  • a method and a device for controlling an internal combustion engine are known from US Pat DE 195 48 278 known. There are a method and a device for control an internal combustion engine, in particular an internal combustion engine with a common rail system described. At least one pump delivers fuel to a store. The pressure in the memory is recorded and set to a predetermined value by means of a regulator Setpoints regulated. A valve that connects the accumulator to the fuel tank serves as a pressure control means, a controlled high-pressure pump also serves as the second Pressure control means.
  • EP 643 219 describes a method and a device for controlling a Internal combustion engine with a common rail system.
  • This includes one Low pressure area in which a low pressure pump turns the fuel into one High pressure pump promotes.
  • a low pressure regulator uses a low pressure regulator, the pressure in the Low pressure range set.
  • the pressure in the high pressure area is measured with a High pressure regulator set.
  • the High pressure pump is bypassed by means of a bypass.
  • the Pressure in the high pressure area corresponds to the pressure in the low pressure area and the Low pressure regulator essentially determines the pressure control in the high pressure range. This procedure is used to optimize the generation of pressure when starting.
  • the invention has for its object in a method and an apparatus to control an internal combustion engine of the type mentioned, the pressure control to improve.
  • the efficiency should be increased and the quality of the Pressure control can be improved.
  • the first Pressure control means is a valve that uses the memory a low pressure area connects, and that it second pressure control means is a controlled pump, which feeds the fuel into the store.
  • Figure 1 are for understanding the invention required components of a fuel supply system an internal combustion engine with high pressure injection shown.
  • the system shown is usually called Common rail system.
  • a fuel reservoir denotes a fuel reservoir. This stands over a first filter 105, a prefeed pump 110 with a second filter means 115 in connection. from The fuel passes through a second filter means 115 Line to a high pressure pump 125.
  • the connecting line between the filter medium 115 and the high pressure pump 125 can via a low pressure relief valve 145 with the Storage container 100 are connected.
  • the high-pressure pump 125 stands with a rail 130 in Connection.
  • the rail 130 is also referred to as a memory and stands across different fuel lines Injectors 131 in contact.
  • Via a pressure control valve 135 the rail 130 with the fuel tank 100 connectable.
  • the pressure control valve 135 is by means of a coil 136 controllable.
  • Pressure control valve 135 is preferably trained such that when it is exposed to a certain control signal a certain pressure in Rail 130 holds the subsidized but not required in it Drain fuel into the reservoir 100.
  • the lines between the outlet of the high pressure pump 125 and the input of the pressure control valve 135 are considered High pressure area designated. In this area is the High pressure fuel.
  • the pressure in the high pressure area is detected by means of a sensor 140.
  • the lines between the tank 100 and the high pressure pump 125 are considered Designated low pressure range.
  • a controller 160 operates the various Actuators, such as the high pressure pump 125 with a signal QM, the injectors 131 with a signal A and / or the pressure control valve 135 with a signal UD.
  • the Controller 160 processes different signals differently Sensors 150 that determine the operating state of the internal combustion engine and / or the motor vehicle that the internal combustion engine drives, characterize. Such an operating state is for example the speed N of the internal combustion engine.
  • the fuel is in the storage container, is from the Pre-feed pump 110 through filter means 105 and 115 promoted.
  • the low pressure relief valve 145 gives the connection between the output of the pre-feed pump 110 and the reservoir 100 free.
  • the high pressure pump 125 delivers the fuel from Low pressure area in the high pressure area.
  • the High pressure pump 125 builds a very high pressure in rail 130 on.
  • pressure values from about 30 to 100 bar and in the case of self-igniting internal combustion engines, pressure values of approximately 1000 to 2000 bar achieved.
  • About the injectors 131 can Fuel under high pressure the single cylinder of the Internal combustion engine to be metered.
  • the pressure P in the rail or in entire high pressure range By means of the controllable High pressure pump 125 and the pressure control valve, the pressure regulated in the high pressure range.
  • a particularly advantageous embodiment results if the pressure control valve when a certain pressure is reached opens, this pressure value from the control voltage with which the coil of the pressure control valve 136 is acted upon, depends.
  • pre-feed pump 110 are usually Electric fuel pumps or mechanical gear or Vane pumps used.
  • FIG. 2 is the pressure control, which is essentially in the Controller 160 is shown in more detail. Elements already described in FIG. 1 are included corresponding reference numerals.
  • a setpoint specification 205 supplies a setpoint PS for the Pressure value in memory 130 at a node 220.
  • Am second input of node 220 is the Output signal P of the pressure sensor 140 on.
  • the Junction point 220 acts on a first controller 222 with a signal.
  • the first controller delivers a signal UR a selection 200.
  • the output signal of the setpoint specification also arrives 205 to a first pilot control 224 and to a second Pilot 226. Both the first and the second Pre-control with the output signal N des Speed sensor 150 applied.
  • the first pilot control 224 delivers a signal UVS1 and the second pilot control 226 Signal UVS2 to selection 200.
  • the setpoint specification 205 acts on a second one Link point 230 with the setpoint PS, at its second Input of the actual value P of sensor 140 is present.
  • the second Junction point 230 acts on a second controller 232 with an input signal.
  • the second controller 232 delivers Signal QR to selection 200.
  • a maximum value specification 234 is provided with the output signal N of the speed sensor 150 acts and delivers a value QMAX to the selection 200. Furthermore, one delivers Quantity control 236 sends a signal QVS to selection 200.
  • the signal QK with respect to the amount of fuel to be injected a quantity calculation 207.
  • a leakage pre-control 240 supplies a signal QL to the Selection.
  • the leakage precontrol 240 is signaled with the signal P of the pressure sensor. Furthermore, a signal T a temperature sensor 209 of the leakage pre-control 240 fed. The temperature signal T also comes to a Start value specification 242 which sends a signal QS to selection 200 supplies.
  • the setpoint specification 205 and the quantity calculation 207 are preferably also included in controller 160.
  • the Quantity control 207 usually acts on the Injectors with a drive signal A, the determines the amount of fuel to be injected.
  • the Setpoint specification 205 preferably calculates the setpoint PS depending on different operating conditions, such as for example the speed N and the injected QK fuel quantity.
  • the selection 200 acts on both the pressure control valve 135 with a control signal UD as well as the controllable High pressure pump 125 with a control signal QM.
  • the selection 200 are also various sensor signals, such as for example, the speed signal N of the speed sensor 150 and the signal QK of the quantity calculation 207 fed.
  • the first controller 222 determines the actual value P of the pressure Control signal UR to act on the pressure control valve 135. Furthermore, a first and a second Pilot control value UVS1 and UVS2 depending on the setpoint PS of the Pressure and preferably the speed N of Internal combustion engine determined. You can also do this other operating parameters that are not explicitly mentioned, be taken into account.
  • the first pilot control value UVS of the first pilot control 224 is used to control the Pressure control valve 135. This value is selected so that the Pressure control valve the connection between the Prevents high pressure area in the reservoir 130 and the tank, until the pressure exceeds a predetermined threshold Has. This threshold value and the control value DU are preferably dependent on the setpoint PS of the pressure.
  • the second pilot control value UVS2 is selected so that in the pressure control valve remains closed during operation. This control value is preferably dependent on Preset pressure setpoint.
  • the sizes UR, UVS1 and UVS2 are preferably used for formation of the control signal UD for the pressure control valve 135.
  • the high pressure pump is designed so that it Applying a signal QM a certain Amount of fuel from low pressure area to accumulator 130 promotes.
  • the second controller 232 delivers based on the comparison between the actual value P and the setpoint PS for the pressure in Store a control signal QR to act on the High pressure pump 125.
  • the maximum value specification delivers 234 the value QMAX. This is chosen so that the pump promotes the maximum possible amount in normal operation. outgoing of various operating parameters, such as the injected one
  • the fuel quantity QK and the speed N determine the Quantity pre-control 236 a signal QVS that as Input tax serves. Based on the temperature and / or the leakage pre-control gives the actual pressure value P. 240 a value of QL. Here, preferably Fuel temperature taken into account.
  • the start value specification 242 specifies a quantity value QS that is used at the start becomes.
  • a value is preferably used as the temperature which is the Characterized fuel temperature in the pressure accumulator 130.
  • the temperature sensor for the Fuel can also have another substitute value regarding the Temperature can be used.
  • a Temperature sensor that the cooling water temperature or the Engine temperature detected, used.
  • the amount of fuel to be injected QK and / or the temperature T can also be more Operating parameters for specifying the various values be used.
  • the sizes QR, QMAX, QVS, QL and QS are used to form the Signals QM to control the high pressure pump 125.
  • a first one is used Pressure regulating means for setting the pressure.
  • the operating state preferably determines the signal UR and / or the pilot control value UVS1 the control signal UD Actuation of the pressure control valve 135.
  • the first controller 222 thus determines the operating state Control signal DU for the pressure control valve 135.
  • the pressure is preferably by Pressure control valve affected.
  • the first Pressure control means is the pressure control valve 135, the store with the low pressure area, especially the tank 100.
  • a second one is used Pressure regulating means for setting the pressure.
  • the second Operating state preferably determines the signal QR and the Pre-control value QVS the control signal QM for application the high pressure pump 125.
  • the second controller 232 thus determines the control signal for the high pressure pump 125.
  • the pressure is preferably by the high pressure pump affected. This means with the second pressure regulating means it is the high pressure pump 125.
  • a first state is denoted by 1.
  • a second state is denoted by 2 and also shown as an ellipse.
  • the transition from the first to the second state is included an arrow labeled 1.2.
  • the transition from the second state to FIG first state with an arrow and labeled 2.1.
  • a starting process is designated as state 0.
  • the transition from state 0 to state 1 is included an arrow 0.1 and the transition from state 1 to State 0 marked with an arrow with 1.0.
  • the first pressure control means R1 becomes Pressure setting used, i.e. in state 1 the pressure by driving the pressure control valve 135 set.
  • the signal UD is equal to the output signal UR of the first controller 222.
  • the output signal QM is equal to that Signal QMAX, which is the output signal of the maximum value specification 234 corresponds. This signal QMAX is chosen so that the Pump 125 delivers its maximum amount of fuel.
  • the high pressure pump 125 for Pressure control used.
  • the pressure control valve 135 will closed. This is achieved in that the Control signal UD for the pressure control valve 135 is the same Pilot control value UVS2 is that of the second pilot control 226 provided. This value is chosen so that the Pressure control valve 135 remains closed at all times. Doing so the control signal depending on the target pressure and / or Actual pressure and speed so specified that it at Exceeding a maximum permissible pressure opens, i.e. the Pressure control valve serves as a safety valve.
  • the Control signal QM for the high pressure pump corresponds to Sum of the output signal QR of the second controller 232 and the Output signal QVS of the quantity feedforward control 236.
  • the controller is in the first state 1, i.e. the pressure control valve 135 is active and regulates the pressure, so there is a transition to the second state 2 if certain values for the speed and the injected Amount of fuel exceeded.
  • the I component of the second controller becomes corresponding initialized.
  • the output signal QR is included set to the output signal of the leakage pre-control 240, i.e. in the transition from the first state to the second state the signal QR assumes the value QL at the beginning.
  • the I component of the first controller initialized that the value UR corresponds to the output signal UVS1 corresponds to the first pilot control.
  • the transition takes place in the 0.1 first state.
  • the I component of the first controller initialized such that the control signal for the Pressure control valve UD equal to the output signal UVS1 first pilot control 224. If the pressure drops below the Threshold, and / or the speed is less than one Starting speed, the state changes back to 0.
  • a defect in the pressure control valve is detected. It is preferably provided that in this case in the State 3 is transferred and the internal combustion engine is switched off. In one configuration, a Transition 4.2 to the second state 2, in which the Pressure control is taken over by the high pressure pump 125.
  • the error is High pressure pump recognized.
  • Transition 5.1 to the first state in which the pressure control by means of the pressure control valve.
  • a transition 5.3. to state 3 takes place and the internal combustion engine is switched off.
  • a third error state 6 in which a defect of the pressure sensor 140 is present, there is a transition 6.0 in state 0, which corresponds to the start state.
  • the high pressure pump comes with the Signal QS triggered.
  • FIG 4 is the injected over the speed N QK fuel quantity applied.
  • a thick, solid line is that of diesel engines Usual maximum allowable fuel quantity over the speed applied.
  • a thin solid line is one Fuel quantity QK2 as a function of engine speed N and with a dashed line a fuel quantity QK1 over the Speed N plotted.
  • the operating state each by a value of the fuel quantity QK and the Speed N defined.
  • other sizes can be used. these are for example temperature and pressure values.
  • Fuel quantity other sizes can be used that determine the amount of fuel. So can it Injection duration, the activation duration of the injectors Load size and / or a torque size can be used.
  • the facility in changes to state 2. Accordingly, the transition from an operating state that lies above the line QK1 an operating state that lies below the line QK1 in transitioned to state 1. That means the two lines QK1 and QK2 separate the operating states in which on the one hand State 1 is present and secondly state 2 is present. To avoid unnecessary switching operations between the Lines QK1 and QK2 provided a difference as Hysteresis works. From the transition to the second state the transition only at values above the line QK2 and at Transition to state 1 takes place below the Line QK1 values.
  • the transition from state 1 to state 2 and vice versa is shown in Figure 5 using a block diagram.
  • the Signal QK of the quantity calculation 207 is an input a a first comparator 510 and an input a second comparator 520 supplied.
  • At entrance b of the first Comparator 510 is the output signal QK2 of a first Characteristic curve 530.
  • At input B of the second comparator 520 is the output signal QK1 of a second characteristic curve 540.
  • the two characteristic curves 530 and 540 are with the Output signal N of the speed sensor is applied.
  • the first characteristic curve 530 is the curve entered in FIG. 4 the fuel quantity QK2 and in the second characteristic curve the Course of line QK1 saved.
  • the in Figure 4 The courses shown are only examples selected.
  • Maps can also be used instead of the characteristic curves which, as a further variable, have a temperature T, for example the fuel temperature. This is in Figure 5 with dashed lines shown.
  • the first comparator 510 detects that the value on the Input a is larger than at input b, then a Transition 1.2 from state 1 to state 2. Detects the second comparator 520 that the signal at input a is smaller than at the input b, there is a transition 2.1 from state 2 to state 1.

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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)
EP00910529A 1999-04-09 2000-02-11 Common-rail-system mit einer gesteuerten hochdruckpumpe als zweites druckregelmittel Revoked EP1086307B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19916100A DE19916100A1 (de) 1999-04-09 1999-04-09 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19916100 1999-04-09
PCT/DE2000/000410 WO2000061933A1 (de) 1999-04-09 2000-02-11 Common-rail-system mit einer gesteuerten hochdruckpumpe als zweites druckregelmittel

Publications (2)

Publication Number Publication Date
EP1086307A1 EP1086307A1 (de) 2001-03-28
EP1086307B1 true EP1086307B1 (de) 2004-08-04

Family

ID=7904055

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00910529A Revoked EP1086307B1 (de) 1999-04-09 2000-02-11 Common-rail-system mit einer gesteuerten hochdruckpumpe als zweites druckregelmittel

Country Status (6)

Country Link
US (1) US6578553B1 (ko)
EP (1) EP1086307B1 (ko)
JP (1) JP2002541383A (ko)
KR (1) KR20010052679A (ko)
DE (2) DE19916100A1 (ko)
WO (1) WO2000061933A1 (ko)

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JPH1054318A (ja) 1996-08-09 1998-02-24 Denso Corp エンジン用蓄圧式燃料供給装置
US6024064A (en) 1996-08-09 2000-02-15 Denso Corporation High pressure fuel injection system for internal combustion engine

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US6578553B1 (en) 2003-06-17
WO2000061933A1 (de) 2000-10-19
EP1086307A1 (de) 2001-03-28
JP2002541383A (ja) 2002-12-03
KR20010052679A (ko) 2001-06-25
DE19916100A1 (de) 2000-10-12
DE50007270D1 (de) 2004-09-09

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