EP1154142B1 - Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung - Google Patents

Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung Download PDF

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Publication number
EP1154142B1
EP1154142B1 EP01107985A EP01107985A EP1154142B1 EP 1154142 B1 EP1154142 B1 EP 1154142B1 EP 01107985 A EP01107985 A EP 01107985A EP 01107985 A EP01107985 A EP 01107985A EP 1154142 B1 EP1154142 B1 EP 1154142B1
Authority
EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
solenoid valve
power supply
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
EP01107985A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1154142A3 (de
EP1154142A2 (de
Inventor
Rainer Pfau
Michael Schueller
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
Original Assignee
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 EP1154142A2 publication Critical patent/EP1154142A2/de
Publication of EP1154142A3 publication Critical patent/EP1154142A3/de
Application granted granted Critical
Publication of EP1154142B1 publication Critical patent/EP1154142B1/de
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
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
    • F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor
    • 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
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/503—Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
    • 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 controlling the fuel injection in an internal combustion engine according to the preamble of claim 1 and a device for controlling the fuel injection in an internal combustion engine according to the preamble of claim 7.
  • a method and apparatus for controlling fuel injection in an internal combustion engine are known from DE 197 46 980.
  • the fuel injection takes place by means of at least one Solenoid valve, which is controllable via an output stage of a control unit.
  • the Solenoid valve is a power supply device, in particular the on-board battery of a motor vehicle, intended.
  • the power supply can be stored via an electric charge Element done.
  • the power supply of the solenoid valve is preferably carried out alternately the power supply device and the element.
  • the element that exists as a capacitor can be recharged via the electromagnetic load of the solenoid valve.
  • the control of the solenoid valve during the opening period takes place as a function of at least one operating parameter. This can be, for example, the speed of the internal combustion engine.
  • a disadvantage of the known method or in the known device is that it in certain operating situations of the internal combustion engine to an unwanted fuel injection can come.
  • the method with the features mentioned in claim 1 and the device according to claim 7 offer the advantage that on the one hand the electric charge-storing element with its maximum allowable charging current can be charged, with unwanted fuel injections nevertheless surely avoided.
  • the invention is characterized in particular by the fact that in Dependence of at least one operating parameter of the internal combustion engine, the fuel supply pressure is reduced below a predetermined operating value.
  • the recharging of the electric charge storing element takes place by driving the electromagnetic Consumer of the solenoid valve, but the charging current is chosen so that the solenoid valve does not open yet. Especially at low voltages of the power supply device In conjunction with a high fuel supply pressure, it could be an unwanted Opening the solenoid valve come. This prevents the inventive method or the device according to the invention, since the fuel supply pressure is reduced. That is, the fuel supply pressure is reduced below a value for the operating point or the operating situation of the internal combustion engine would actually be necessary. By the Reduction of the fuel supply pressure can thus set the charging current for the element or be chosen to be in the permissible evaluation range of the control unit of the fuel injection lies.
  • the operating parameter for reducing the fuel supply pressure is the voltage level the power supply device. At low battery voltages will - for a quick recharge to reach the element - set the maximum allowable charging current. Yet is prevented by the reduction of the fuel supply pressure, that the solenoid valve during Reloading the item unintentionally opens. Particularly preferred is an embodiment in addition to the evaluation of the voltage level in addition the power supply device, the fuel supply pressure in dependence of Speed of the internal combustion engine is reduced. Especially at low speeds of the internal combustion engine Thus, the fuel supply pressure can be increased, the reloading the Elements plays a subordinate role, because a very fast reloading is not essential is. The charging current can thus be reduced, so that necessary for the start of the internal combustion engine Fuel supply pressure provided can be.
  • the amount of fuel in the fuel injection depending on the operating parameter the internal combustion engine with respect to a desired injection quantity of the fuel is reduced.
  • the control device would change the opening duration of the Increase the solenoid valve to the required amount of fuel provide. This could cause it a fuel injection outside of the the crankshaft position predetermined time window come.
  • the fuel quantity limitation according to the invention however, this reliably prevents, as the Limiting the amount of fuel over a shortened Opening control duration of the solenoid valve reached can be.
  • the opening time in particular depending on the speed of the internal combustion engine set. At very high speeds is the time window for fuel injection relatively short, because of the high speed the crankshaft of the internal combustion engine the Piston position, injected in the fuel can only be available for a short period of time. With the limitation of the fuel quantity respectively the opening drive duration is so prevents fuel against the cylinder wall squirts and thus no longer burn clean could, which could lead to engine damage.
  • the Fuel quantity depending on the reduced Fuel supply pressure and the speed of the Internal combustion engine set.
  • the fuel quantity depending the voltage level of the power supply device and the speed of the internal combustion engine to limit.
  • the following is purely an example of a Internal combustion engine with four cylinders. Of course, lower or higher numbers of cylinders possible. At least every cylinder is associated with a solenoid valve.
  • the internal combustion engine is particularly self-igniting, wherein the fuel supply preferably by means of So-called common rail technology can be done.
  • the device 1 shows a device 1 for controlling the fuel injection in a not shown here.
  • the device 1 comprises a control unit 2, which activates a power output stage 3, which in each case switches the load current I V (FIG. 2) of electromagnetic consumers 4 of solenoid valves 5.
  • the solenoid valves 5 By means of the solenoid valves 5, the fuel injection takes place in the cylinder of the internal combustion engine.
  • a pump 6 For the supply or promotion of fuel a pump 6 is provided, which consists of a Fuel tank 7 in a common supply line 8 promotes, to each of the solenoid valves. 5 connected. To the fuel pressure in the To be able to set supply line 8 is on Druckeinstellstoff 9 provided in the supply line 8 can be arranged and over the Control unit 2 according to the desired fuel supply pressure controllable and adjustable is.
  • the pressure adjusting means 9 may be for example, a pressure reducer or Pressure limiting device act. Alternatively or In addition, the pump power can also be varied become.
  • the electromagnetic consumers 4 are on the one hand via a power supply device 10 supplying, in particular, the on-board battery of the Motor vehicle is.
  • the electromagnetic Consumer 4 via an electrical charge storable element 11, in particular is designed as a capacitor 12.
  • the energy supply the electromagnetic consumer 4 Preferably takes place alternately from the power supply device 10 and the electric charge storing element 11.
  • the element 11 is charged via a charging circuit 13 via the electromagnetic load 4.
  • the released energy is transferred into the capacitor 12 with a reduction or switching off of the load current I V by the electromagnetic consumer. 4 Due to losses in the electrical control lines and the power amplifier 3 or the charging circuit 13, it is necessary to recharge the element 11 after the actuation of one of the solenoid valves 5.
  • the electromagnetic load 4 with a charging current I L ( Figure 2) is applied, which is below a maximum allowable opening current at which the solenoid valve 5 would open and inject fuel into the combustion chamber of the internal combustion engine.
  • the capacitor 12 is in turn charged, since the energy stored in the electromagnetic consumer 4 is released and transferred to the capacitor 12.
  • a drive cycle for one of the electromagnetic loads 4 during an injection process will be described below.
  • the electromagnetic load 4 from the element 11 is supplied with electrical energy.
  • the voltage U C of the capacitor 12 is substantially higher in comparison to the voltage U BAT of the power supply device 10 and may be, for example, 70 volts. Due to this high voltage U C occurs during the switch-on phase E to a large and rapid change in current, in which the load current I V increases to the attraction value I A , to open the solenoid valve 5 quickly.
  • the load current I V is lowered during the tightening phase A by opening and closing the power amplifier 3 and again raised to the value I A , so regulated.
  • a first rapid quenching phase S is activated, in which the load current I V is taken back to the holding value I H.
  • the fast-quenching phase S is followed by a holding phase H, during which the consumer current I V is kept essentially constant at the holding value I H by switching the output stage 3 on and off. If the injection process is completed, the power amplifier 3 is disabled.
  • a subsequent second rapid quenching phase S causes the load current I V to drop substantially to zero.
  • the energy stored in the consumer 4 is in turn stored back into the element 11.
  • the element 11 does not have the same state of charge as at the beginning of the switch-on phase E. It may therefore be necessary to recharge the element 11 fully.
  • the load 4 is supplied with a charging current I L, which, however, is chosen such that the solenoid valve 5 does not open.
  • the charging current I L is so often turned on and off during the charging phase L until the desired state of charge of the element 11 is reached, that is, the desired capacitor voltage U C is present.
  • the charging phase L must be chosen short enough so that the element 11 can deliver sufficient electrical charge when driving another consumer 4 . In order to accelerate the loading of the element 11, it will therefore be attempted to select the charging current I L as high as possible. If, however, the voltage level of the energy supply device 10 has dropped below its setpoint in this case, the current increase during the charging phase L is slower. The loading time would thus increase. If, at the same time, a very high charging current I V is chosen in order to require charging cycles Z as little as possible during the charging phase L, there is the risk that the solenoid valve 5 will open, although no fuel injection should take place. In order to prevent this, it is now advantageously provided to reduce the fuel supply pressure in the supply line 8.
  • the device 1 has a first evaluation device 14, to which the rotational speed n and the magnitude of the voltage U BAT of the energy supply device 10 are supplied as input variables.
  • the speed signal n can also reflect the averaged over a time interval speed of the internal combustion engine.
  • the first evaluation device 14 selects from a characteristic field the value for the fuel supply pressure, which can be reduced by means of the pressure adjustment means.
  • the Druckeinstellstoff 9 is driven accordingly to be able to adjust in the supply line 8, the reduced fuel supply pressure can.
  • a second evaluation device 15 which determines the maximum permissible opening activation duration for the solenoid valve 5 from a characteristic field as a function of the rotational speed n of the internal combustion engine and the voltage level U BAT of the energy supply device 10. This prevents fuel being injected into the internal combustion engine beyond a predetermined crankshaft rotation angle.
  • the control unit 2 thus limits the opening duration of the solenoid valve 5 as a function of the value determined by the second evaluation device 15. This means that the duration of the tightening phase A and the holding phase H are limited to a maximum permissible value for this operating situation of the internal combustion engine.
  • the holding and / or tightening phase can therefore be shorter than that shown in the diagram according to FIG.
  • the first and second evaluation devices 14 and 15 recognize this.
  • the control unit 2 is thus again communicated that normal operating conditions or parameters are present and the fuel supply pressure returns to the desired value for the Operating point or load state of the engine raised and the opening duration limit of the solenoid valve 5 can be canceled.
  • the pressure adjustment means 9 By appropriate activation of the pressure adjustment means 9, the desired fuel supply pressure in the supply line 8 can thus be set again.
  • the exemplary embodiment according to FIG. 3 of a device 1 differs from the exemplary embodiment according to FIG. 1 only in that the second evaluation device 15 now has the rotational speed n of the internal combustion engine and the fuel supply pressure in the line 8 as the input parameter.
  • a size converter can be provided, which converts the mechanical quantity "pressure" into a corresponding electrical variable.
  • the fuel injection quantity limitation is now controlled as a function of the engine speed n and the fuel supply pressure. At low voltage U BAT of the power supply device 10 so the fuel supply pressure in the supply line 8 is lowered.
  • the second evaluation device 15 can additionally have an evaluation input for the battery voltage U BAT .
  • the first evaluation device 14 controls the second evaluation device 15 accordingly.
  • the first evaluation device 14 could output a reset signal to the second evaluation unit 15 (represented by dashed lines) so that it cancels the fuel quantity limitation, ie the limited opening drive duration of the solenoid valve 5.

Landscapes

  • 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)
EP01107985A 2000-05-11 2001-03-29 Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung Expired - Lifetime EP1154142B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10022953 2000-05-11
DE10022953A DE10022953A1 (de) 2000-05-11 2000-05-11 Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung

Publications (3)

Publication Number Publication Date
EP1154142A2 EP1154142A2 (de) 2001-11-14
EP1154142A3 EP1154142A3 (de) 2003-04-23
EP1154142B1 true EP1154142B1 (de) 2005-06-01

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01107985A Expired - Lifetime EP1154142B1 (de) 2000-05-11 2001-03-29 Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung

Country Status (4)

Country Link
EP (1) EP1154142B1 (ja)
JP (1) JP2002004923A (ja)
KR (1) KR100771290B1 (ja)
DE (2) DE10022953A1 (ja)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10140157B4 (de) * 2001-08-16 2010-07-22 Robert Bosch Gmbh Verfahren und Vorrichtung zum Ansteuern eines Magnetventils
DE102011078873A1 (de) * 2011-07-08 2013-01-10 Robert Bosch Gmbh Verfahren zum Ansteuern eines elektromagnetischen Verbrauchers
CN115405433B (zh) * 2022-09-29 2023-11-17 潍柴动力股份有限公司 一种发动机供油压力的控制方法、装置、设备及介质

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62142837A (ja) * 1985-12-18 1987-06-26 Toyota Motor Corp 内燃機関の吸気制御装置
US4982331A (en) * 1988-01-25 1991-01-01 Mitsubishi Denki Kabushiki Kaisha Fuel injector control apparatus
DE19539071A1 (de) * 1995-03-02 1996-09-05 Bosch Gmbh Robert Vorrichtung zur Ansteuerung wenigstens eines elektromagnetischen Verbrauchers
JP3955622B2 (ja) * 1995-03-02 2007-08-08 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 少なくとも１つの電磁的負荷の制御装置
DE19536109A1 (de) * 1995-09-28 1997-04-03 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung eines Kraftstoffzumeßsystems
JP3223791B2 (ja) * 1996-04-10 2001-10-29 トヨタ自動車株式会社 内燃機関の燃料供給装置
DE19731102C2 (de) * 1997-07-19 2003-02-06 Bosch Gmbh Robert System zum Betreiben eines Kraftstoffversorgungssystems für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19746980A1 (de) * 1997-10-24 1999-04-29 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ansteuerung wenigstens eines elektromagnetischen Verbrauchers
DE19813138A1 (de) * 1998-03-25 1999-09-30 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ansteuerung eines elektromagnetischen Verbrauchers
DE19853823A1 (de) * 1998-11-21 2000-05-25 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Also Published As

Publication number Publication date
EP1154142A3 (de) 2003-04-23
KR20010104663A (ko) 2001-11-26
DE10022953A1 (de) 2001-11-15
DE50106367D1 (de) 2005-07-07
JP2002004923A (ja) 2002-01-09
EP1154142A2 (de) 2001-11-14
KR100771290B1 (ko) 2007-10-29

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