EP1403494A1 - Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne - Google Patents

Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne Download PDF

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Publication number
EP1403494A1
EP1403494A1 EP03015720A EP03015720A EP1403494A1 EP 1403494 A1 EP1403494 A1 EP 1403494A1 EP 03015720 A EP03015720 A EP 03015720A EP 03015720 A EP03015720 A EP 03015720A EP 1403494 A1 EP1403494 A1 EP 1403494A1
Authority
EP
European Patent Office
Prior art keywords
value
pressure
manipulated variable
combustion engine
internal combustion
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.)
Granted
Application number
EP03015720A
Other languages
German (de)
English (en)
Other versions
EP1403494B1 (fr
Inventor
Thilo Jahn
Hubert Moine
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 EP1403494A1 publication Critical patent/EP1403494A1/fr
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Publication of EP1403494B1 publication Critical patent/EP1403494B1/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
    • F02D41/02—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
    • F02D41/38—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
    • F02D41/30—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

Definitions

  • the invention relates to a method and a device for regulating a pressure variable of an internal combustion engine according to the preambles of the independent claims.
  • a method and a device for regulating a pressure variable of an internal combustion engine is known, for example, from DE 19731995.
  • a method and a device for regulating the rail pressure in a common rail system are described there.
  • a manipulated variable for controlling a corresponding actuator for example a pressure control valve and / or a controlled high-pressure pump, can be specified.
  • the rail pressure must be constantly adapted to the current driving condition. This serves for optimal combustion and thus also for economy and comfort.
  • the delivery quantity map is provided with the known parameters. This works correctly for stationary operation. System tolerances are corrected by the integrator. Changes to the static system lead to temporary deviations of the actual value from the setpoint. It is important to keep these deviations as low as possible.
  • FIG. 1 components of a fuel supply system of an internal combustion engine with high-pressure injection required for understanding the invention are shown.
  • the system shown is usually referred to as a common rail system.
  • the 100 denotes a fuel reservoir. This is connected to a second filter means 115 via a first filter 105, a prefeed pump 110. From the second filter medium 115, the fuel reaches a high-pressure pump 125 via a line. The connecting line between the filter medium 115 and the high-pressure pump 125 is connected to the reservoir 100 via a low-pressure relief valve 145.
  • the high pressure pump 125 is connected to a rail 130.
  • the rail 130 is also referred to as an accumulator and is in contact with various injectors 131 via fuel lines. Rail 130 can be connected to fuel tank 100 via a pressure control valve 135.
  • the pressure control valve 135 can be controlled by means of a coil 136.
  • the high-pressure pump contains an actuating element with which the amount of fuel delivered by the high-pressure pump 125 is influenced.
  • This control element is arranged in the high-pressure pump or in front of the high-pressure pump and determines the amount of fuel that is fed to the high-pressure pump and is thus delivered to the high-pressure area.
  • the lines between the outlet of the high-pressure pump 125 and the inlet of the pressure control valve 135 are referred to as the high-pressure area. In this area the fuel is under high pressure. 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 referred to as the low pressure area.
  • a controller 160 applies a control signal AP to the high-pressure pump 125, the injectors 131 to a control signal A and / or the pressure control valve 135 to a control signal AV.
  • the controller 160 processes various signals from various sensors 165 that characterize the operating state of the internal combustion engine and / or the motor vehicle that drives the internal combustion engine. Such an operating state is, for example, the speed N of the internal combustion engine.
  • This device works as follows: The fuel, which is located in the storage container, is conveyed by the prefeed pump 110 through the filter means 105 and 115.
  • the low-pressure relief valve 145 opens and releases the connection between the outlet of the prefeed pump 110 and the reservoir 100.
  • the high pressure pump 125 delivers the amount of fuel Q1 from the low pressure area to the high pressure area.
  • the amount of fuel delivered is determined by the signal AP, which is applied to the control element in the high pressure pump. This means that the high pressure pump is regulated on the suction side.
  • the high-pressure pump 125 builds up a very high pressure in the rail 130. Pressure values of approximately 30 to 100 bar are usually achieved in systems for spark-ignited internal combustion engines and pressure values of approximately 1000 to 2000 bar in the case of self-igniting internal combustion engines.
  • the fuel can be metered under high pressure to the individual cylinders of the internal combustion engine via the injectors 131.
  • the pressure P in the rail or in the entire high-pressure range is detected by means of the sensor 140.
  • the pressure in the high pressure region is regulated by means of the controllable high pressure pump 125 and / or the pressure control valve 135.
  • FIG. 2 shows the control of the rail pressure according to the invention in more detail. This is preferably contained in the controller 160. Elements already described in FIG. 1 are identified by corresponding reference symbols.
  • a characteristic map 200 is supplied with various signals from various sensors or signals that are present internally in the controller 160. This is particularly a signal regarding the Speed N and a signal QK that characterizes the amount of fuel injected.
  • the speed of the internal combustion engine and / or the speed of the high-pressure pump is preferably used as the speed.
  • the output signal of the characteristic diagram 200 is applied to a node 205, which in turn applies to a node 206 and a differentiating first component 215.
  • the output signal of the first differentiating component is applied to the second input of node 206.
  • the output signal of the node 206 reaches the actuator 125 via a limitation 210.
  • the actuator is the controlled high-pressure pump.
  • other actuators with which the rail pressure can be influenced can be controlled, for example the pressure control valve 135.
  • the output signal P of the pressure sensor 140 arrives at a connection point 225, at the second input of which the output signal S is applied to a setpoint value supply 220 which provides a setpoint value S for the rail pressure.
  • the output signal of node 225 which corresponds to the control deviation, reaches a proportional component 230, an integral component 232 and a differentiating component 238 of a rail pressure regulator.
  • the output signal of the proportional component 230 and the integral component 232 is applied to a node 234, which in turn applies to a node 236.
  • the output signal of the differentiating component 238 reaches the connection point 236 via the connection point 240.
  • the output signal of the connection point 236 reaches the connection point 205.
  • the elements 225 to 240 form a pressure regulator and the characteristic diagram 200 essentially contains a pilot control.
  • the controller 160 also provides a value of one or more operating parameters that arrive at an element 260 that exhibits a differentiating behavior and at a window comparator 270.
  • the output signal of the window comparator 270 reaches a switching input of a switching means 265.
  • the output signal of the differentiating element 260 reaches a PT1 element 275 and the switching means 265.
  • the output signal of the PT1 element 275 also reaches the switching means 265.
  • With the Output signal of the switching means 265 is applied to the second input of node 240.
  • the elements 260 to 275 together form a dynamic pilot control 250.
  • pilot control values are stored in the characteristic diagram, with which the manipulated variable for the actuator 125 can be influenced. This influencing takes place in node 205.
  • the pilot control brings about an improvement in the dynamics of the actual regulation.
  • the controller consisting of the parts 230, 232 and 238, determines a value for influencing the manipulated variable.
  • the output signal of the controller and the output signal of the precontrol are preferably linked additively at node 205.
  • the linking of the output signals of the different components 230, 232 and 238 is preferably carried out in the linking points 234 and 236. Alternatively, these can also be combined to form a linking point.
  • This manipulated variable thus formed arrives at a first differentiating component 215, which, based on the manipulated variable by differentiation, forms a further correction value with which the manipulated variable is influenced at the node 206 in such a way that the dynamics improve.
  • the value corrected in this way then reaches the limiter 210. This limits the manipulated variable to physically possible and / or permissible values.
  • the dynamic pilot control 250 is therefore provided according to the invention.
  • This dynamic feedforward control based on a suitable operating parameter, forms a further correction value for influencing the manipulated variable.
  • the differentiating element 260 is preferably used for this.
  • the difference between two values of the operating parameters which are present between two successive injections is determined as the variable.
  • Values which characterize the quantity of fuel to be injected are preferably used as operating parameters for forming the dynamic pilot control.
  • a size relating to the driver's request or a torque size that characterizes the driver's request is particularly suitable.
  • the D component 260 detects a significant change in the operating parameter, it specifies a corresponding correction value for the manipulated variable. This correction variable is only specified when there are corresponding changes in the operating parameter. This is ensured by the window comparator 270. Only if the changes are greater than a threshold value SW, the window comparator 270 sends a signal to the switching means 265, which has the effect of the output signal of the differentiating element 260. If the signal is less than the threshold value SW, the value 0 is passed on.
  • the PT1 element ensures that there is no abrupt switchover from the output signal of the differentiating element to 0. According to the invention, when switching to the value 0, the previous output signal of the differentiating element 260 is returned to 0 by means of a predetermined function, which is defined by the PT1 element.
  • a first step 300 the fuel quantity QK to be injected is determined.
  • the difference QKD between the current value of the fuel quantity QK and the value QKA calculated in the previous injection is determined.
  • step 320 the amount QKDB of this size is determined.
  • the subsequent query 330 checks whether the value QKDB is greater than a threshold value SW. If this is the case, the switching means 265 is controlled in such a way that in step 340 the differentiating element 260 has access to the manipulated variable. If this is not the case, the switching means 265 is activated in step 350 in such a way that the PT1 element has access to the manipulated variable. It is provided that the start value of the PT1 element is initialized in such a way that it takes on the previous value of the D component.
  • a subsequent query 360 checks whether a sign change has occurred in the signal QKD during the previous metering. If this is the case, the value of the differentiating element 260 is reinitialized in step 365. If this is not the case, the program proceeds to the normal program sequence, with the fuel metering being carried out with the value QKA calculated in the previous step in step 370.
  • a dynamic feedforward control is also provided.
  • the static precontrol 200 can also be omitted.
  • this dynamic feedforward control only acts in the large signal range, i.e. that the feedforward control is used only in the first operating states to correct the manipulated variable. These first operating states are present when the operating parameter changes by more than a predetermined value SW.
  • an initialization of the differentiation of the behavioral element 260 is provided in such a way that no undesired jumps occur in the manipulated variable and the stored value does not disturb the dynamics in the wrong direction. It is preferably provided that the differentiating element 260 is switched off in the small signal range. This is realized with the switching means 265 in connection with the window comparator 260. If such a shutdown takes place, the existing output value of the differentiating element becomes 260 returned to 0 by means of the PT1 link 265. This prevents jumps in the output signal. If the sign changes at the input, the memory in the D component is deleted immediately and a new output value is calculated in the correct pilot direction. This avoids that the value of the D component has an anti-dynamic effect.
  • the injection quantity a quantity that characterizes the injection quantity, the pump speed, a quantity that characterizes the pump speed, or a quantity that corresponds to this quantity, such as engine speed, is used as the operating characteristic quantity.

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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)
EP20030015720 2002-09-27 2003-07-10 Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne Expired - Lifetime EP1403494B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2002145268 DE10245268A1 (de) 2002-09-27 2002-09-27 Verfahren und Vorrichtung zur Regelung einer Druckgröße einer Brennkraftmaschine
DE10245268 2002-09-27

Publications (2)

Publication Number Publication Date
EP1403494A1 true EP1403494A1 (fr) 2004-03-31
EP1403494B1 EP1403494B1 (fr) 2005-10-26

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EP20030015720 Expired - Lifetime EP1403494B1 (fr) 2002-09-27 2003-07-10 Procédé et dispositif pour la régulation d'une valeur de pression d'une moteur à combustion interne

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Country Link
EP (1) EP1403494B1 (fr)
JP (1) JP2004116527A (fr)
DE (2) DE10245268A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2172634A3 (fr) * 2008-10-02 2013-05-01 DEUTZ Aktiengesellschaft Concept de réglage de pression de rail pour régulateur de pression de rail doté de plusieurs actionneurs
EP2588734A1 (fr) * 2010-07-02 2013-05-08 Robert Bosch GmbH Procédé de détermination d'une courbe caractéristique de correction

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004023365B4 (de) * 2004-05-12 2007-07-19 Mtu Friedrichshafen Gmbh Verfahren zur Druck-Regelung eines Speichereinspritzsystems
DE102004049812B4 (de) * 2004-10-12 2017-09-14 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffeinspritzanlage insbesondere eines Kraftfahrzeugs
JP4088627B2 (ja) * 2005-01-24 2008-05-21 三菱電機株式会社 内燃機関の燃料圧力制御装置
DE102008036299B3 (de) * 2008-08-04 2009-12-03 Mtu Friedrichshafen Gmbh Verfahren zur Druckregelung
DE102009051389A1 (de) 2009-10-30 2011-05-26 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine in V-Anordnung
DE102017211770B4 (de) * 2017-07-10 2019-06-13 Mtu Friedrichshafen Gmbh Verfahren zur Druckregelung in einem Hochdruck-Einspritzsystem einer Brennkraftmaschine, und Brennkraftmaschine zur Durchführung eines solchen Verfahrens

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0227058A2 (fr) * 1985-12-20 1987-07-01 Audi Ag Procédé et circuit de régulation du début d'injection pour pompe distributrice de gazole pour moteur Diesel
EP0409247A2 (fr) * 1989-07-20 1991-01-23 Nissan Motor Co., Ltd. Système de commande d'injection de carburant pour moteur diesel turbochargé
US5237975A (en) * 1992-10-27 1993-08-24 Ford Motor Company Returnless fuel delivery system
GB2293895A (en) * 1994-10-03 1996-04-10 Ford Motor Co Returnless fuel delivery system
EP0894965A1 (fr) * 1997-02-07 1999-02-03 Isuzu Motors Limited Procede et dispositif d'injection de carburant d'un moteur

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0227058A2 (fr) * 1985-12-20 1987-07-01 Audi Ag Procédé et circuit de régulation du début d'injection pour pompe distributrice de gazole pour moteur Diesel
EP0409247A2 (fr) * 1989-07-20 1991-01-23 Nissan Motor Co., Ltd. Système de commande d'injection de carburant pour moteur diesel turbochargé
US5237975A (en) * 1992-10-27 1993-08-24 Ford Motor Company Returnless fuel delivery system
GB2293895A (en) * 1994-10-03 1996-04-10 Ford Motor Co Returnless fuel delivery system
EP0894965A1 (fr) * 1997-02-07 1999-02-03 Isuzu Motors Limited Procede et dispositif d'injection de carburant d'un moteur

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2172634A3 (fr) * 2008-10-02 2013-05-01 DEUTZ Aktiengesellschaft Concept de réglage de pression de rail pour régulateur de pression de rail doté de plusieurs actionneurs
EP2588734A1 (fr) * 2010-07-02 2013-05-08 Robert Bosch GmbH Procédé de détermination d'une courbe caractéristique de correction

Also Published As

Publication number Publication date
DE50301474D1 (de) 2005-12-01
JP2004116527A (ja) 2004-04-15
DE10245268A1 (de) 2004-04-08
EP1403494B1 (fr) 2005-10-26

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