EP1273780B1 - Procédé de commande d'un moteur à combustion en particulier d'une automobile - Google Patents

Procédé de commande d'un moteur à combustion en particulier d'une automobile Download PDF

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Publication number
EP1273780B1
EP1273780B1 EP20020012228 EP02012228A EP1273780B1 EP 1273780 B1 EP1273780 B1 EP 1273780B1 EP 20020012228 EP20020012228 EP 20020012228 EP 02012228 A EP02012228 A EP 02012228A EP 1273780 B1 EP1273780 B1 EP 1273780B1
Authority
EP
European Patent Office
Prior art keywords
pressure
internal combustion
combustion engine
fuel
accumulator
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
EP20020012228
Other languages
German (de)
English (en)
Other versions
EP1273780A2 (fr
EP1273780A3 (fr
Inventor
Andreas Pfaeffle
Christoph Weienauer
Andreas Kellner
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 EP1273780A2 publication Critical patent/EP1273780A2/fr
Publication of EP1273780A3 publication Critical patent/EP1273780A3/fr
Application granted granted Critical
Publication of EP1273780B1 publication Critical patent/EP1273780B1/fr
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
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • 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

Definitions

  • The. invention is based on a method for operating an internal combustion engine, in particular of a motor vehicle, in which fuel is conveyed from a high-pressure pump into an accumulator, in which the fuel is injected via an injection valve into a combustion chamber of the internal combustion engine, wherein the pressure in the pressure accumulator to a Target pressure plus an offset value is limited, and in which no fuel is injected via the injection valve in a pushing operation of the internal combustion engine. Furthermore, the invention relates to an internal combustion engine and a control device for an internal combustion engine of the corresponding type.
  • the existing pressure in the accumulator pressure must be reduced via the pressure control valve and leaks. Due to the offset value, however, the pressure regulating valve opens only when the actual pressure in the pressure accumulator is greater by the offset value than the setpoint pressure. This has the consequence that the actual pressure at the transition to the shift operation is always substantially greater than the target pressure. This means at the same time that the time required for the pressure reduction is relatively large.
  • a system for high-pressure generation in particular for high-pressure fuel generation in a fuel injection system of an internal combustion engine is known.
  • This system has a high pressure pump and a pressure control valve on the delivery side of the high pressure pump.
  • the pressure regulating valve opens upon reaching a threshold pressure, so that the amount of fuel delivered by the high-pressure pump is discharged via a return line.
  • the object of the invention is to provide a method for operating an internal combustion engine, in particular a motor vehicle, in which the fastest possible pressure reduction is possible in the transition to the overrun mode.
  • This object is achieved in a method of the type mentioned in the present invention that is set in the shift operation of the offset value to a minimum value or even zero.
  • the object is achieved according to the invention.
  • the pressure regulating valve By reducing the offset value to the minimum value or even zero, it is achieved that the pressure regulating valve already opens after the detected shift operation when the actual pressure in the pressure accumulator is slightly greater than the setpoint pressure. Thus, the pressure reduction in the pressure accumulator can begin immediately after the transition to the shift operation. The time required for the pressure reduction in the pressure accumulator is thus very low.
  • the shift operation is detected by comparing the current volume flow through the high-pressure pump and the flow rate at zero promotion.
  • the computer program comprises program code which is suitable for carrying out the method according to the invention when it is executed on a computer.
  • the program code can be stored on a computer-readable data carrier, for example on a so-called flash memory.
  • the invention is realized by the computer program, so that this computer program in the same way represents the invention as the method to whose execution the computer program is suitable.
  • a fuel supply system 10 of an internal combustion engine is shown.
  • the Fuel supply system 10 is commonly referred to as a common rail system and is suitable for the direct injection of fuel into the combustion chambers of the internal combustion engine under high pressure.
  • the fuel is sucked in from a fuel tank 11 via a first filter 12 from a prefeed pump 13.
  • the prefeed pump 13 may be, for example, an electric fuel pump.
  • the sucked by the feed pump 13 fuel is conveyed via a second filter 13- to a metering unit 15.
  • the metering unit 15 may, for example, be a solenoid-controlled proportional valve.
  • the metering unit 15 is followed by a high-pressure pump 16.
  • a high pressure pump 16 usually mechanical pumps are used, which are driven by the internal combustion engine.
  • the high pressure pump 16 is connected to a pressure accumulator 17, which is often referred to as a rail.
  • This accumulator 17 is connected via fuel lines with injectors 21 in contact. About the injectors 21, the fuel is injected into the combustion chambers of the internal combustion engine.
  • a pressure control valve 18 is connected, which is the output side coupled to the fuel tank 11.
  • the pressure regulating valve 18 may be, for example, an electrically controllable solenoid valve.
  • a pressure sensor 19 may be provided, which is coupled to the pressure accumulator 17.
  • a control device 20 is provided, which of a plurality is acted upon by input signals. These input signals may be the rotational speed N of the internal combustion engine or the engine temperature T of the internal combustion engine. It may also be the pressure within the fuel accumulator 17, which is measured by the pressure sensor 19.
  • the controller 20 In response to the input signals, the controller 20 generates a plurality of output signals. This may be, for example, a signal for controlling the prefeed pump 13 or a signal for controlling the metering unit 15 or a signal for controlling the pressure regulating valve 18.
  • the fuel supply system 10 illustrated in FIG. 1 operates as follows:
  • the fuel which is located in the fuel tank 11, is sucked by the prefeed pump 13 and conveyed to the metering unit 15.
  • the pressure in this region of the fuel supply system 10 is usually in a range of about 1 bar to about 3 bar. This area is therefore also referred to as low pressure area.
  • the aforementioned area can be monitored or controlled and / or regulated with the aid of a further valve (not shown in FIG. 1).
  • the amount of fuel supplied by the metering unit 15 of the high-pressure pump 16 is referred to as delivery rate.
  • the fuel to be injected is then conveyed into the fuel reservoir 17 in order to be injected from there via the injection valves 21 into the respective combustion chambers of the internal combustion engine.
  • the amount of fuel supplied to the combustion chambers by the injection valves 21 is referred to as an injection quantity.
  • the pressure regulating valve 18 is used to limit the pressure. This means that the pressure regulating valve 18 is actuated such that it opens at a predetermined pressure in the pressure accumulator 17. In this way, a pressure increase of the pressure in the pressure accumulator 17 is prevented above the predetermined value.
  • the metering of the fuel to be injected via the metering unit 15 is only possible to a limited extent. Instead, the metering unit 15 is actuated in such a way that a so-called full delivery takes place. This means that the high-pressure pump 16 conveys the respective maximum amount of fuel into the fuel accumulator 17.
  • the amount of fuel to be injected is influenced by the fact that the pressure in the pressure accumulator 17 is controlled and / or regulated.
  • the pressure regulating valve 18 and the pressure sensor 19 are used.
  • the pressure regulating valve 18 is also used for pressure limiting.
  • the pressure regulating valve 18 is activated in such a way that it only opens at a predetermined value of the pressure in the pressure accumulator 17. It is necessary that the pressure regulating valve 18 until reaching the intended Value at which the pressure control valve 18 is to open safely remains closed.
  • This predetermined value is therefore usually derived from the target pressure in the pressure accumulator 17 with the addition of an offset value. For example, if the setpoint pressure is 1600 bar, then the offset value to be additively added is about 250 bar.
  • the overrun operation-better: overrun operation-of the internal combustion engine is present. In this shift operation, no fuel is injected into the combustion chambers of the internal combustion engine. Instead, the internal combustion engine is pushed by the downhill rolling motor vehicle and thus kept in operation.
  • the delivery rate of the metering unit 15 is designated by the reference numeral 25, the injection quantity of the injection valves 21 by the reference numeral 26, the target pressure in the pressure accumulator 17 by the reference numeral 27, the offset value by the reference numeral 28, the actual pressure in the pressure accumulator 17 without the present Invention with the reference numeral 29 and the actual pressure in the pressure accumulator 17 with the present invention by the reference numeral 30th
  • the transition to the shift operation has an immediate transition of the flow rate 25 and the injection amount 26 to zero result.
  • a time range which is designated by the reference numeral 31, and in which the flow rate 25 and the injection amount 26 remain at zero.
  • Control unit 20 and the target pressure 27 for the accumulator 17 is reduced according to the figure 2. Since no injection of fuel takes place via the injection valves 21 in the pushing operation, the pressure reduction of the actual pressure 29 in the pressure reservoir 17 can only take place via the pressure regulating valve 18 and via leakages of components.
  • the pressure control valve 18 opens - without application of the invention - but only when the actual pressure 29 is greater by the offset value 28 than the target pressure 27. This means that - without application of the invention - the actual pressure 29 in the time range 31 is always much larger than the set pressure 27. This means at the same time that - without application of the invention - the time required for the pressure reduction period is relatively large.
  • the shift operation is recognized by the invention.
  • the offset value of the invention is set to a minimum value or even zero.
  • the pressure control valve 18 opens already when the actual pressure 30 in the accumulator 17 is slightly greater than the target pressure 27.
  • the pressure reduction in the pressure accumulator 17 immediately after the transition to the overrun mode kick off.
  • the actual pressure 30 in the pressure accumulator 17 thus deviates only slightly from the setpoint pressure 27 in the time range 31. The time required for the pressure reduction in the pressure accumulator 17 is thus very low.
  • FIG. 3 shows a method with which the above-described mode of operation of the internal combustion engine can be carried out. This Method is realized by the controller 20 by software.
  • the speed N of the internal combustion engine and the setpoint pressure 27 determined and predetermined by the control unit 20 in the pressure accumulator 17 are fed to a pilot control map 35 which generates a pilot control variable 36 as a function of these operating variables.
  • the set pressure 27 is also fed to an offset characteristic 37, which determines the offset value 28 in dependence thereon. Via a switch 38 and an addition 39, the offset value 28 is then added to the pilot control quantity 36. At the output of the addition 39, this results in a control variable 40 for the pressure control valve 18, to which the pressure regulating valve 18 is set, and determines the pressure at which the pressure regulating valve 18 opens.
  • a block 44 it is checked in FIG. 3 in a block 44 whether the pressure 45 in the pressure accumulator 17 exceeds a minimum value 46.
  • a minimum value 46 for example, the current pressure measured by the pressure sensor 19 is compared with the predetermined minimum value 46.
  • the minimum value 46 is also given by way of example in FIG.
  • the output signals of the blocks 41 and 44 are supplied to an AND link 47, which - if the current flow 42 through the high pressure pump 16 is less than or equal to the flow rate 43 at zero flow, and if the current pressure 45 in the accumulator 17 is greater than the minimum value 46 - the switch 38 switches. This has the consequence that no longer the offset value 28 is applied to the addition 39, but the already explained minimum value for the offset value. This minimum value may - as mentioned - possibly even be zero.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (8)

  1. Procédé de commande d'un moteur à combustion interne selon lequel :
    - le carburant est refoulé par une pompe à haute pression (16) dans un accumulateur de pression (17),
    - le carburant est introduit dans une chambre de combustion du moteur par un injecteur (21),
    - la pression dans l'accumulateur de pression (17) est limitée à une valeur de consigne (27) augmentée d'une valeur de décalage (28), et
    - en fonctionnement de poussée, l'injecteur (2) n'injecte pas de carburant,
    caractérisé en ce que
    en fonctionnement de poussée, la valeur de décalage (28) est fixée à une valeur minimum ou même à zéro.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    le fonctionnement en poussée est détecté par une comparaison du débit volumique (42) traversant actuellement la pompe à haute pression (16) et le débit volumique (43) à alimentation nulle.
  3. Procédé selon la revendication 2,
    caractérisé en ce que
    le fonctionnement en poussée est détecté par une comparaison de la pression actuelle (45) dans l'accumulateur de pression (17) à une valeur minimale (46).
  4. Procédé selon une des revendications 1 à 3,
    caractérisé en ce que
    la pression de consigne (27) est établie en fonction de grandeurs de fonctionnement du moteur.
  5. Programme d'ordinateur pour un appareil de commande (20) d'un moteur, avec un code de programme qui convient pour réaliser le procédé selon une des revendications 1 à 4, quand il est utilisé dans l'ordinateur.
  6. Programme d'ordinateur selon la revendication 5, le code de programme étant mémorisé dans un support de données que peut lire l'ordinateur.
  7. Appareil de commande (20) pour l'application du procédé selon une des revendications 1 à 4.
  8. Moteur à combustion interne équipé d'un appareil de commande selon la revendication 7.
EP20020012228 2001-07-02 2002-06-04 Procédé de commande d'un moteur à combustion en particulier d'une automobile Expired - Lifetime EP1273780B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001131506 DE10131506A1 (de) 2001-07-02 2001-07-02 Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE10131506 2001-07-02

Publications (3)

Publication Number Publication Date
EP1273780A2 EP1273780A2 (fr) 2003-01-08
EP1273780A3 EP1273780A3 (fr) 2005-01-05
EP1273780B1 true EP1273780B1 (fr) 2007-03-28

Family

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Application Number Title Priority Date Filing Date
EP20020012228 Expired - Lifetime EP1273780B1 (fr) 2001-07-02 2002-06-04 Procédé de commande d'un moteur à combustion en particulier d'une automobile

Country Status (3)

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EP (1) EP1273780B1 (fr)
JP (1) JP4262451B2 (fr)
DE (2) DE10131506A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10261446A1 (de) * 2002-12-31 2004-07-08 Robert Bosch Gmbh Verfahren zum Ansteuern eines Druckregelventils in einem Kraftstoffeinspritzsystem einer Brennkraftmaschine
DE10323874A1 (de) * 2003-05-26 2004-12-30 Siemens Ag Verfahren zum Betreiben eines Verbrennungsmotors, Kraftstoffsystem und ein Volumenstromregelventil
DE102007017649A1 (de) 2007-04-12 2008-10-16 Vistec Semiconductor Systems Gmbh Verfahren zum Bestimmen der Fokuslage von mindestens zwei Kanten von Strukturen auf einem Substrat
DE102007023898A1 (de) * 2007-05-23 2008-11-27 Robert Bosch Gmbh Verfahren zum Ansteuern eines Einspritzventils
DE102010012152A1 (de) 2010-03-20 2011-09-22 Audi Ag Verfahren zum Betreiben eines Kraftstoffversorgungssystems
DE102010043755B4 (de) * 2010-11-11 2021-11-18 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät sowie Brennkraftmaschine
DE102014209540A1 (de) 2014-05-20 2015-11-26 Robert Bosch Gmbh Verfahren zur Reduzierung eines Drucks in einem Hochdruckspeicher einer Brennkraftmaschine

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2964665B2 (ja) * 1991-02-27 1999-10-18 株式会社デンソー ディーゼル機関の蓄圧式燃料噴射装置
DE19626689C1 (de) * 1996-07-03 1997-11-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung eines Einspritzsystems
JP3713918B2 (ja) * 1997-08-29 2005-11-09 いすゞ自動車株式会社 エンジンの燃料噴射方法及びその装置
DE19738502A1 (de) * 1997-09-03 1999-03-04 Bosch Gmbh Robert System zur Hochdruckerzeugung
JP2000073815A (ja) * 1998-08-27 2000-03-07 Toyota Motor Corp 燃料噴射制御装置
DE10003906A1 (de) * 2000-01-29 2001-08-09 Bosch Gmbh Robert Verfahren und Vorrichtung zum Kalibrieren eines Drucksensors
DE10020629A1 (de) * 2000-04-27 2001-11-08 Bosch Gmbh Robert Verfahren zum Betreiben eines Kraftstoffversorgungssystems für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Also Published As

Publication number Publication date
DE10131506A1 (de) 2003-01-23
JP4262451B2 (ja) 2009-05-13
JP2003056384A (ja) 2003-02-26
EP1273780A2 (fr) 2003-01-08
EP1273780A3 (fr) 2005-01-05
DE50209819D1 (de) 2007-05-10

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