EP1616093A1 - Method for controlling a fuel pressure in a fuel supply device of a combustion engine - Google Patents

Method for controlling a fuel pressure in a fuel supply device of a combustion engine

Info

Publication number
EP1616093A1
EP1616093A1 EP04719978A EP04719978A EP1616093A1 EP 1616093 A1 EP1616093 A1 EP 1616093A1 EP 04719978 A EP04719978 A EP 04719978A EP 04719978 A EP04719978 A EP 04719978A EP 1616093 A1 EP1616093 A1 EP 1616093A1
Authority
EP
European Patent Office
Prior art keywords
fuel
fuel pressure
flow
pressure
regulator valve
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
EP04719978A
Other languages
German (de)
French (fr)
Other versions
EP1616093B1 (en
Inventor
Gerhard Eser
Martin Wiest
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP1616093A1 publication Critical patent/EP1616093A1/en
Application granted granted Critical
Publication of EP1616093B1 publication Critical patent/EP1616093B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02D41/30—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
    • F02D41/3836—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
    • 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
    • F02D41/02—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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

  • the invention relates to a method for controlling a fuel pressure in a fuel supply device for an internal combustion engine.
  • the feed device has a fuel pump, which pumps fuel into a fuel storage device, and the injectors
  • a regulator valve which adjusts the fuel pressure depending on an actuating signal from an engine control.
  • the document does not contain any information on how to activate the regulator valve.
  • the object of the invention is to create a method for controlling a fuel pressure in a supply device for fuel of an internal combustion engine, which ensures that the fuel pressure can be precisely adjusted regardless of the operating state of the internal combustion engine.
  • the invention is based on the knowledge that, in the case of a high dynamic of the flow of fuel through the regulator valve, undesirable pressure increases occur when the control signal for the regulator valve is set only taking into account a steady flow of fuel through the regulator valve.
  • Such one High dynamics of the flow of fuel through the regulator valve generally occur when the internal combustion engine is controlled from an operating state of normal operation to idling or overrun shutdown or vice versa. With such transitions of the operating state, the fuel pressure can then only be set very imprecisely.
  • the control signal for the regulator valve as a function of a desired fuel pressure and a variable that characterizes the dynamics of the flow of fuel through the regulator valve, the fuel pressure can be set very precisely, regardless of the operating state of the internal combustion engine.
  • the dynamics of the flow rate of the fuel through the regulator valve characterizing variable is the change in the flow rate, which is a very easily determinable variable.
  • variable that characterizes the dynamics of the flow of fuel through the regulator valve is the change in the fuel pressure. This is particularly simple since a pressure sensor for detecting the fuel pressure is usually present in the fuel supply device anyway, and its measurement signal can thus be easily evaluated.
  • FIG. 1 shows an internal combustion engine with a feed device for fuel
  • FIG. 2 shows a flowchart of a program for controlling a fuel pressure in the feed device for fuel of an internal combustion engine according to FIG. 1, and
  • FIG. 3 exemplary curves of the fuel pressure and the flow rate at the regulator valve. Elements of the same construction and function are provided with the same reference symbols in all figures.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the engine block comprises a plurality of cylinders which have pistons and connecting rods via which they are coupled to a crankshaft 21.
  • the cylinder head includes a valve train with an intake valve, an exhaust valve and valve drives.
  • the cylinder head 3 further comprises an injection valve 34 and a spark plug.
  • the injection valve can also be arranged in the intake tract 1.
  • a fuel supply device 5 is also provided. It comprises a fuel tank 50, which is connected to a low-pressure pump 51 via a first fuel line. On the output side, the low-pressure pump 51 is operatively connected to an inlet 53 of a high-pressure pump 54. Furthermore, a mechanical regulator 52 is also provided on the output side of the low-pressure pump 51 and is connected to the tank on the output side via a further fuel line.
  • the mechanical regulator is preferably a simple spring-loaded valve in the manner of a check valve, the spring constant then being selected such that a predetermined low pressure is not exceeded in the inlet 53.
  • the low-pressure pump 51 is preferably designed such that it always delivers such a large amount of fuel during operation that the predetermined low pressure is not undershot.
  • the inlet 53 leads to the high-pressure pump 54, which delivers the fuel to a fuel accumulator 55 on the outlet side.
  • the high pressure pump 54 is usually driven by the crankshaft 21 or the camshaft and thus delivers a constant volume of fuel to the fuel accumulator 55 at a constant speed of the crankshaft 21.
  • the injection valves 34 are operatively connected to the fuel accumulator 55 5. The fuel is thus fed to the injection valves 34 via the fuel accumulator 55.
  • an electromagnetic regulator 56 is operatively connected to the one in the fuel accumulator 55.
  • the electromagnetic regulator has a cylinder-shaped core with a cylinder coil, which has a cylindrical cavity on the inside. In this cylindrical cavity
  • a cylindrical armature is introduced with a guide rod, which then releases the free flow cross section from the pressure accumulator 55 to the return 57 more or less depending on its position.
  • the structure of the electromagnetic regulator thus corresponds to that of a diving
  • the force curve for displacing the cylindrical armature is set according to a variable spring constant.
  • the electromagnetic regulator 56 is activated
  • the fuel pressure in the pressure accumulator 55 can be set.
  • the opening cross-section of the regulator valve thus depends on the one hand on the magnetic force that acts on the cylinder.
  • the anchor also has a
  • control device 6 which in turn is assigned sensors that detect different measured variables and each the measured value of the
  • the control device 6 determines, depending on at least one of the measured variables, manipulated variables which are then converted into actuating signals for controlling the actuators by means of corresponding actuators.
  • the sensors are a pedal position sensor, which detects the position of an accelerator pedal, a temperature sensor which detects the intake air temperature T_IM, a crankshaft angle sensor which detects a crankshaft angle and which is then assigned a speed, a further temperature sensor 23 which detects a coolant temperature TCO and an Pressure sensor 58, which detects the fuel pressure FUP_AV in the fuel accumulator 55.
  • any subset of the sensors or additional sensors can be present.
  • the actuators are, for example, intake or exhaust valves, the injection valves 34, a spark plug, a throttle valve or the electromagnetic regulator 56.
  • a program is stored in the control device 6, which is loaded during the operation of the internal combustion engine and is subsequently processed.
  • the flowchart of the program for controlling the fuel pressure in the supply device 5 is described below of Figure 2 and the flowchart shown there.
  • the program is started in a step S1. This is preferably done for the first time when the internal combustion engine is started and the program is then restarted and executed at predetermined intervals or after predetermined events, such as after a predetermined angle of rotation of the crankshaft.
  • a setpoint FUP_SP of the fuel pressure is dependent on the engine speed N, the fuel mass MFF_SP to be injected and the operating state BZ of the internal combustion engine, e.g. homogeneous or stratified operation.
  • the actual value FUP_AV of the fuel pressure which is detected by the pressure sensor 58, is determined and the gradient FUP_DT_AV of the fuel pressure is also determined therefrom.
  • the gradient which is also referred to as the time derivative, can be determined using any approximation method. It is most easily determined on the basis of two successive actual values FUP_AV of the fuel jerk.
  • a step S4 it is checked whether the magnitude of the gradient FUP_DT_AV of the fuel pressure is less than a first threshold value THD_1. If this is the case, this is a sign that the dynamics of the flow of fuel through the electromagnetic regulator 56 is low. If the condition of step S4 is fulfilled, the control signal SG for the electromagnetic regulator is determined in a step S5 as a function of the setpoint FUP_SP of the fuel pressure.
  • control signal SG is determined in a step S6 as a function of the setpoint FUP_SP and the gradient FUP_DT_AV.
  • the control signal is preferably used when the
  • Fuel pressure characterized by a positive gradient FUP DT AV of the fuel pressure, reduced and at a decrease in the fuel pressure, characterized by a negative gradient FUP_DT_AV of the fuel pressure.
  • the control signal SG can preferably be determined by means of a map, depending on the gradient FUP_DT__AV and the setpoint FUP_SP of the fuel pressure, by map interpolation.
  • the control signal SG is then output to the electromagnetic regulator 56.
  • the actuating signal preferably influences the energization of the electromagnetic regulator 56; the pulse width modulation of a voltage signal with which the electromagnetic regulator 56 is actuated is preferably changed depending on the value of the actuating signal SG.
  • variable characterizing the dynamics of the flow of the fuel through the regulator valve can also be directly the change in the flow through the electromagnetic regulator 56.
  • This flow can be detected, for example, by means of a flow sensor arranged in the return line 57, and a corresponding gradient of the flow can also be determined therefrom, which gradient is then used to determine the actuating signal SG when the dynamics of the flow exceeds a predetermined threshold value.
  • FIG. 3 shows the course of the actual value FUP_AV of the fuel pressure as a function of the flow Q through the electromagnetic regulator 56.
  • the two hysteresis-shaped curves of the fuel pressure as a function of the flow Q are shown for two different values of the control signal.
  • the value of the actuating signal SG set for the point P1 the one shown over the time axis t in relation to the points P1, P2 and P3 Time course of the actual value FUP_AV of the fuel pressure.
  • the change in the fuel pressure of the actual value of the fuel pressure FUP__AV from the point P1, the point P2 is, however, greater than the value predetermined by the first threshold value THD1 in step S4 for the amount of the gradient FUP_DT_AV.
  • control signal is then reduced before point P2 is reached, as is also plotted in FIG. 2 based on point P2 as a function of time t and control signal SG. This then results in the pressure profile of the actual value FUP_AV over time along the points P1, P2 and P3. The pressure curve is thus much more uniform than at points P1, P2 and P3.
  • the gradient FUP_DT_AV then receives particularly high absolute values when the operating state of the internal combustion engine changes from normal operation to idling or the overrun fuel cut-off, ie the fuel supply to the internal combustion engine is switched off via the injection valves 34 or vice versa.
  • the outflow of fuel from the fuel reservoir through the injection valves changes very quickly, which then leads to a very strong change in the flow through the electromagnetic regulator 56 with the delivery capacity of the high-pressure pump 54 virtually unchanged.
  • the program according to FIG. 2 effectively prevents the actual value FUP_AV of the fuel pressure from overshooting or undershooting. It can then also be guaranteed that the internal combustion engines can keep the exhaust gas emissions of the internal combustion engine at a low level even in these operating states.

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)

Abstract

A fuel supply device of a combustion engine comprises a fuel pump that pumps fuel into a fuel accumulator, which provides injection valves with fuel and which is connected to a regulator valve that sets the fuel pressure according to an actuating signal (SG). The fuel pressure in the supply device is controlled in such a manner that the actuating signal (SG) is determined according to a desired fuel pressure (FUP_SP) and to a quantity that characterizes the dynamics of the flow of the fuel through the regulator valve, and the regulator valve is subsequently controlled by the actuating signal (SG).

Description

Beschreibungdescription
Verfahren zum Steuern eines Kraftstoffdrucks in einer Zuführungseinrichtung für Kraftstoff einer BrennkraftmaschineMethod for controlling a fuel pressure in a fuel supply device for an internal combustion engine
Die Erfindung betrifft ein Verfahren zum Steuern eines Kraftstoffdrucks in einer Zuführungseinrichtung für Kraftstoff einer Brennkraftmaschine.The invention relates to a method for controlling a fuel pressure in a fuel supply device for an internal combustion engine.
Aus dem Handbuch Verbrennungsmotor, Friedrich Vieweg & Sohn Verlagsgesellschaft mbH, Braunschweig/Wiesbaden, 2002, ISBN 3-528-03933-7, Seite 402, ist eine Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine bekannt. Die Zuführeinrichtung weist eine Kraftstoffpumpe auf, die Kraftstoff in einen Kraftstoffspeicher pumpt, der Einspritzventile mitFrom the manual combustion engine, Friedrich Vieweg & Sohn Verlagsgesellschaft mbH, Braunschweig / Wiesbaden, 2002, ISBN 3-528-03933-7, page 402, a supply device for fuel of an internal combustion engine is known. The feed device has a fuel pump, which pumps fuel into a fuel storage device, and the injectors
Kraftstoff versorgt und der mit einem Regulatorventil wirkverbunden ist, das abhängig von einem Stellsignal einer Motorsteuerung den Kraftstoffdruck einstellt. Das Dokument enthält jedoch keinen Hinweis, wie die Ansteuerung des Regula- torventils erfolgen soll.Fuel supplied and which is operatively connected to a regulator valve which adjusts the fuel pressure depending on an actuating signal from an engine control. However, the document does not contain any information on how to activate the regulator valve.
Die Aufgabe der Erfindung ist es, ein Verfahren zum Steuern eines Kraftstoffdrucks in einer Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine zu schaffen, welches gewähr- leistet, dass unabhängig von dem Betriebszustand der Brennkraftmaschine der Kraftstoffdruck präzise einstellbar ist.The object of the invention is to create a method for controlling a fuel pressure in a supply device for fuel of an internal combustion engine, which ensures that the fuel pressure can be precisely adjusted regardless of the operating state of the internal combustion engine.
Die Aufgabe wird gelöst durch die Merkmale des unabhängigen Patentanspruchs. Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.The object is achieved by the features of the independent claim. Advantageous embodiments of the invention are characterized in the subclaims.
Der Erfindung liegt die Kenntnis zu Grunde, dass bei einer hohen Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil unerwünschte Drucküberhöhungen auftreten, wenn das Stellsignal für das Regulatorventil lediglich unter Berücksichtigung eines stationären Durchflusses des Kraftstoffs durch das Regulatorventil eingestellt wird. Eine derartige hohe Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil tritt in der Regel auf, wenn die Brennkraftmaschine von einem Betriebszustand des Normalbetriebs in den Leerlauf oder Schubabschalten oder umgekehrt gesteuert wird. Bei solchen Übergängen des Betriebszustandes kann dann der Kraftstoffdruck nur sehr ungenau eingestellt werden. Durch das Ermitteln des Stellsignals für das Regulatorventil abhängig von einem gewünschten Kraftstoffdruck und einer die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorven- til charakterisierenden Größe kann auf einfache Weise eine sehr präzise Einstellung des Kraftstoffdruckes unabhängig von dem Betriebszustand der Brennkraftmaschine erfolgen.The invention is based on the knowledge that, in the case of a high dynamic of the flow of fuel through the regulator valve, undesirable pressure increases occur when the control signal for the regulator valve is set only taking into account a steady flow of fuel through the regulator valve. Such one High dynamics of the flow of fuel through the regulator valve generally occur when the internal combustion engine is controlled from an operating state of normal operation to idling or overrun shutdown or vice versa. With such transitions of the operating state, the fuel pressure can then only be set very imprecisely. By determining the control signal for the regulator valve as a function of a desired fuel pressure and a variable that characterizes the dynamics of the flow of fuel through the regulator valve, the fuel pressure can be set very precisely, regardless of the operating state of the internal combustion engine.
In einer vorteilhaften Weiterbildung der Erfindung ist die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierende Größe die Änderung des Durchflusses, welches eine sehr einfach bestimmbare Größe ist.In an advantageous development of the invention, the dynamics of the flow rate of the fuel through the regulator valve characterizing variable is the change in the flow rate, which is a very easily determinable variable.
In einer weiteren vorteilhaften Ausgestaltung der Erfindung ist die die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierende Größe die Änderung des Kraftstoffdruckes. Dies ist besonders einfach, da in der Regel ohnehin ein Drucksensor zum Erfassen des Kraftstoffdrucks in der Zuführeinrichtung für Kraftstoff vorhanden ist und so einfach dessen Messsignal ausgewertet werden kann.In a further advantageous embodiment of the invention, the variable that characterizes the dynamics of the flow of fuel through the regulator valve is the change in the fuel pressure. This is particularly simple since a pressure sensor for detecting the fuel pressure is usually present in the fuel supply device anyway, and its measurement signal can thus be easily evaluated.
Ausführungsbeispiele der Erfindung sind im Folgenden anhand der schematischen Zeichnungen erläutert. Es zeigen:Exemplary embodiments of the invention are explained below using the schematic drawings. Show it:
Figur 1 eine Brennkraftmaschine mit einer Zuführungseinrichtung für Kraftstoff, Figur 2 ein Ablaufdiagramm eines Programms zum Steuern eines Kraftstoffdrucks in der Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine gemäß Figur 1, und1 shows an internal combustion engine with a feed device for fuel, FIG. 2 shows a flowchart of a program for controlling a fuel pressure in the feed device for fuel of an internal combustion engine according to FIG. 1, and
Figur 3 beispielhafte Verläufe des Kraftstoffdrucks und des Durchflusses am Regulatorventil. Elemente gleicher Konstruktion und Funktion sind figurenübergreifend mit den gleichen Bezugszeichen versehen.Figure 3 exemplary curves of the fuel pressure and the flow rate at the regulator valve. Elements of the same construction and function are provided with the same reference symbols in all figures.
Eine Brennkraftmaschine (Figur 1) umfasst einen Ansaugtrakt 1, einen Motorblock 2, einen Zylinderköpf 3 und einen Abgastrakt 4. Der Motorblock umfasst mehrere Zylinder, welche Kolben und Pleuelstangen haben, über die sie mit einer Kurbelwelle 21 gekoppelt sind.An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4. The engine block comprises a plurality of cylinders which have pistons and connecting rods via which they are coupled to a crankshaft 21.
Der Zylinderkopf umfasst einen Ventiltrieb mit einem Einlassventil, einem Auslassventil und Ventilantrieben. Der Zylinderkopf 3 umfasst ferner ein Einspritzventil 34 und eine Zündkerze. Alternativ kann das Einspritzventil auch in dem Ansaugtrakt 1 angeordnet sein.The cylinder head includes a valve train with an intake valve, an exhaust valve and valve drives. The cylinder head 3 further comprises an injection valve 34 and a spark plug. Alternatively, the injection valve can also be arranged in the intake tract 1.
Ferner ist eine Zuführeinrichtung 5 für Kraftstoff vorgesehen. Sie umfasst einen Kraftstofftank 50, der über eine erste Kraftstoffleitung mit einer Niederdruckpumpe 51 verbunden ist. Ausgangsseitig ist die Niederdruckpumpe 51 hin zu einem Zulauf 53 einer Hochdruckpumpe 54 wirkverbunden. Ferner ist auch ausgangsseitig der Niederdruckpumpe 51 ein mechanischer Regulator 52 vorgesehen, welcher ausgangsseitig über eine weitere Kraftstoffleitung mit dem Tank verbunden ist. Der e- chanische Regulator ist vorzugsweise ein einfaches federbelastetes Ventil in der Art eines Rückschlagventils, wobei dann die Federkonstante so gewählt ist, dass in dem Zulauf 53 ein vorgegebener Niederdruck nicht überschritten wird. Die Niederdruckpumpe 51 ist vorzugsweise so ausgelegt, dass sie während des Betriebs immer eine so hohe Kraftstoffmenge liefert, dass der vorgegebene Niederdruck nicht unterschritten wird.A fuel supply device 5 is also provided. It comprises a fuel tank 50, which is connected to a low-pressure pump 51 via a first fuel line. On the output side, the low-pressure pump 51 is operatively connected to an inlet 53 of a high-pressure pump 54. Furthermore, a mechanical regulator 52 is also provided on the output side of the low-pressure pump 51 and is connected to the tank on the output side via a further fuel line. The mechanical regulator is preferably a simple spring-loaded valve in the manner of a check valve, the spring constant then being selected such that a predetermined low pressure is not exceeded in the inlet 53. The low-pressure pump 51 is preferably designed such that it always delivers such a large amount of fuel during operation that the predetermined low pressure is not undershot.
Der Zulauf 53 ist hin zu der Hochdruckpumpe 54 geführt, wel- ehe ausgangsseitig den Kraftstoff hin zu einem Kraftstoffspeicher 55 fördert. Die Hochdruckpumpe 54 wird in der Regel von der Kurbelwelle 21 oder der Nockenwelle angetrieben und fördert somit bei konstanter Drehzahl der Kurbelwelle 21 ein konstantes Kraftstoffvolumen in den KraftstoffSpeicher 55.The inlet 53 leads to the high-pressure pump 54, which delivers the fuel to a fuel accumulator 55 on the outlet side. The high pressure pump 54 is usually driven by the crankshaft 21 or the camshaft and thus delivers a constant volume of fuel to the fuel accumulator 55 at a constant speed of the crankshaft 21.
Die Einspritzventile 34 sind mit dem Kraftstoffspeicher 55 5 wirkverbunden. Der Kraftstoff wird somit den Einspritzventilen 34 über den KraftstoffSpeicher 55 zugeführt.The injection valves 34 are operatively connected to the fuel accumulator 55 5. The fuel is thus fed to the injection valves 34 via the fuel accumulator 55.
Ferner ist ein elektromagnetischer Regulator 56 mit dem im KraftstoffSpeicher 55 wirkverbunden. Über den elektromagneti-Furthermore, an electromagnetic regulator 56 is operatively connected to the one in the fuel accumulator 55. About the electromagnetic
10 sehen Regulator 56 kann Kraftstoff von dem Kraftstoffspeicher 55 zurück über eine Rückführleitung 57 zum Zulauf • 53 fließen. Der elektromagnetische Regulator hat einen zylinderför igen Kern mit einer Zylinderspule, der innen einen zylinderförmigen Hohlraum aufweist. In diesem zylinderförmigen Hohlraum10 see regulator 56, fuel can flow back from the fuel accumulator 55 via a return line 57 to the inlet 53. The electromagnetic regulator has a cylinder-shaped core with a cylinder coil, which has a cylindrical cavity on the inside. In this cylindrical cavity
15. ist ein zylinderförmiger Anker mit einer FührungsStange eingebracht, die dann den freien Strömungsquerschnitt von dem Druckspeicher 55 hin zu dem Rücklauf 57 mehr oder weniger frei gibt abhängig von ihrer Stellung. Der Aufbau des elektromagnetischen Regulators entspricht somit dem eines Tauchan-15. A cylindrical armature is introduced with a guide rod, which then releases the free flow cross section from the pressure accumulator 55 to the return 57 more or less depending on its position. The structure of the electromagnetic regulator thus corresponds to that of a diving
20 kers. Je nach der eingestellten Bestromung der Zylinderspule wird so der Kraftverlauf zum Verschieben des zylinderförmigen Ankers entsprechend einer veränderlichen Federkonstante eingestellt. So kann abhängig von dem Stellsignal, mit dem der elektromagnetische Regulator 56 angesteuert wird, also bei-20 kers. Depending on the current applied to the solenoid, the force curve for displacing the cylindrical armature is set according to a variable spring constant. Depending on the control signal with which the electromagnetic regulator 56 is activated,
25 spielsweise der Bestromung, der Kraftstoffdruck in dem Druckspeicher 55 eingestellt werden.25 for example the current supply, the fuel pressure in the pressure accumulator 55 can be set.
Der Öffnungsquerschnitt des Regulatorventils hängt somit zum einen ab von der magnetischen Kraft, die auf den zylinderför-The opening cross-section of the regulator valve thus depends on the one hand on the magnetic force that acts on the cylinder.
30 migen Anker wirkt und zum anderen von der Kraft, die abhängt von dem tatsächlichen Istwert des Kraftstoffdruckes in dem Kraftstoffdruckspeicher 55. Darüber hinaus wirken bei einer Bewegung des Ankers auch Reibungskräfte, welche der Bewegung entgegenwirken. Ferner hat der Anker auch eine nicht vernach-30 mm armature acts and on the other hand from the force that depends on the actual actual value of the fuel pressure in the fuel pressure accumulator 55. In addition, when the armature moves, frictional forces also act to counteract the movement. Furthermore, the anchor also has a
35 lässigbare Massenträgheit, welche bei Durchflussänderungen im Regulator keine sofortige Positionsänderung des mit dem Anker verbundenen Ventilstößels zulässt, der den freien Querschnitt für den Durchfluss von Kraftstoff von dem Kraftstoffspeicher 55 hin zu der Rückführleitung 57 mehr oder weniger frei gibt. Aufgrund dieser Kräfte weist der elektromagnetische Regulator eine Hysterese auf, wenn der Durchfluss des Kraftstoffes eine Dynamik aufweist, die dann ohne Eingriffe zu Kraftstoffdrucküberhöhungen führen kann.35 Passable inertia, which does not allow an immediate change in position of the valve tappet connected to the armature when the flow changes in the regulator for the flow of fuel from the fuel reservoir 55 to the return line 57 more or less free. As a result of these forces, the electromagnetic regulator has a hysteresis if the flow of the fuel has a dynamic that can then lead to excessive fuel pressure without intervention.
Ferner ist der Brennkraftmaschine eine Steuereinrichtung 6 zugeordnet, der wiederum Sensoren zugeordnet sind, die ver- schiedene Messgrößen erfassen und jeweils den Messwert derIn addition, the internal combustion engine is assigned a control device 6, which in turn is assigned sensors that detect different measured variables and each the measured value of the
Messgröße ermitteln. Die Steuereinrichtung 6 ermittelt abhängig von mindestens einer der Messgrößen Stellgrößen die dann in Stellsignale zum Steuern der Stellglieder mittels entsprechender Stellantriebe umgesetzt werden. Die Sensoren sind ein Pedalstellungsgeber,' welcher die Stellung eines Fahrpedals erfasst, ein Temperatursensor, welcher die Ansauglufttemperatur T_IM erfasst, ein Kurbelwellenwinkelsensor, welcher einen Kurbelwellenwinkel erfasst und welchem dann eine Drehzahl zugeordnet wird, ein weiterer Temperatursensor 23, welcher eine Kühlmitteltemperatur TCO erfasst und ein Drucksensor 58, welcher den Kraftstoffdruck FUP_AV in dem KraftstoffSpeicher 55 erfasst. Je nach Ausführungsform der Erfindung kann eine beliebige Untermenge der Sensoren oder auch zusätzliche Sensoren vorhanden sein.Determine the measured variable. The control device 6 determines, depending on at least one of the measured variables, manipulated variables which are then converted into actuating signals for controlling the actuators by means of corresponding actuators. The sensors are a pedal position sensor, which detects the position of an accelerator pedal, a temperature sensor which detects the intake air temperature T_IM, a crankshaft angle sensor which detects a crankshaft angle and which is then assigned a speed, a further temperature sensor 23 which detects a coolant temperature TCO and an Pressure sensor 58, which detects the fuel pressure FUP_AV in the fuel accumulator 55. Depending on the embodiment of the invention, any subset of the sensors or additional sensors can be present.
Die Stellglieder sind beispielsweise Einlass- oder Auslassventile, die Einspritzventile 34, eine Zündkerze, eine Drosselklappe oder auch der elektromagnetische Regulator 56.The actuators are, for example, intake or exhaust valves, the injection valves 34, a spark plug, a throttle valve or the electromagnetic regulator 56.
Zum Steuern des Kraftstoffdrucks in der Zuführeinrichtung 5 für Kraftstoff der Brennkraftmaschine ist ein Programm in der Steuereinrichtung 6 gespeichert, das während des Betriebs der Brennkraftmaschine geladen wird und anschließend abgearbeitet wird.In order to control the fuel pressure in the supply device 5 for fuel of the internal combustion engine, a program is stored in the control device 6, which is loaded during the operation of the internal combustion engine and is subsequently processed.
Das Ablaufdiagramm des Programms zum Steuern des Kraftstoffdrucks in der Zuführeinrichtung 5 wird im Folgenden anhand von Figur 2 und dem dort dargestellten Ablaufdiagramm beschrieben. Das Programm wird in einem Schritt Sl gestartet. Dies erfolgt vorzugsweise erstmalig wenn die Brennkraftmaschine gestartet wird und das Programm wird dann in vorgege- benen Abständen oder nach vorgegebenen Ereignissen, wie beispielsweise nach einem vorgegebenen Drehwinkel der Kurbelwelle, erneut gestartet und abgearbeitet.The flowchart of the program for controlling the fuel pressure in the supply device 5 is described below of Figure 2 and the flowchart shown there. The program is started in a step S1. This is preferably done for the first time when the internal combustion engine is started and the program is then restarted and executed at predetermined intervals or after predetermined events, such as after a predetermined angle of rotation of the crankshaft.
In einem Schritt S2 wird ein Sollwert FUP_SP des Kraftstoff- druckes abhängig von der Motordrehzahl N, der einzuspritzenden Kraftstoffmasse MFF_SP und dem Betriebszustand BZ der Brennkraftmaschine, z.B. homogener oder geschichteter Betrieb, ermittelt. In einem Schritt S3 wird der Istwert FUP_AV des Kraftstoffdrucks, der von dem Drucksensor 58 erfasst wird, ermittelt und daraus auch der Gradient FUP_DT_AV des Kraftstoffdrucks ermittelt. Der Gradient, der auch als die zeitliche Ableitung bezeichnet wird, kann mittels eines beliebigen Approximationsverfahrens bestimmt werden. Er wird am einfachsten abhängig von zwei zeitlich aufeinanderfolgenden Istwerten FUP_AV des Kraftstoff rucks ermittelt.In a step S2, a setpoint FUP_SP of the fuel pressure is dependent on the engine speed N, the fuel mass MFF_SP to be injected and the operating state BZ of the internal combustion engine, e.g. homogeneous or stratified operation. In a step S3, the actual value FUP_AV of the fuel pressure, which is detected by the pressure sensor 58, is determined and the gradient FUP_DT_AV of the fuel pressure is also determined therefrom. The gradient, which is also referred to as the time derivative, can be determined using any approximation method. It is most easily determined on the basis of two successive actual values FUP_AV of the fuel jerk.
In einem Schritt S4 wird geprüft, ob der Betrag des Gradienten FUP_DT_AV des Kraftstoffdruckes kleiner ist als ein erster Schwellenwert THD_1. Ist dies der Fall, ist dies ein Zei- chen, dass die Dynamik des Durchflusses des Kraftstoffes durch den elektromagnetischen Regulator 56 gering ist. Ist die Bedingung des Schrittes S4 erfüllt, so wird in einem Schritt S5 das Stellsignal SG für den elektromagnetischen Regulator abhängig von dem Sollwert FUP_SP des Kraftstoffdrucks ermittelt.In a step S4 it is checked whether the magnitude of the gradient FUP_DT_AV of the fuel pressure is less than a first threshold value THD_1. If this is the case, this is a sign that the dynamics of the flow of fuel through the electromagnetic regulator 56 is low. If the condition of step S4 is fulfilled, the control signal SG for the electromagnetic regulator is determined in a step S5 as a function of the setpoint FUP_SP of the fuel pressure.
Ist die Bedingung des Schrittes S4 jedoch nicht erfüllt, so wird in einem Schritt S6 das Stellsignal SG abhängig von dem Sollwert FUP_SP und dem Gradienten FUP_DT_AV ermittelt. Dabei wird vorzugsweise das Stellsignal bei einem Anstieg desHowever, if the condition of step S4 is not met, the control signal SG is determined in a step S6 as a function of the setpoint FUP_SP and the gradient FUP_DT_AV. The control signal is preferably used when the
Kraftstoffdruckes, gekennzeichnet durch einen positiven Gradienten FUP DT AV des Kraftstoffdruckes, verringert und bei einer Verringerung des Kraftstoffdruckes, gekennzeichnet durch einen negativen Gradienten FUP_DT_AV des Kraftstoffdruckes, erhöht. Die Ermittelung des Stellsignals SG kann dabei vorzugsweise mittels eines Kennfelds abhängig von dem Gra- dienten FUP_DT__AV und dem Sollwert FUP_SP des Kraftstoffdruckes durch Kennfeldinterpolation erfolgen.Fuel pressure, characterized by a positive gradient FUP DT AV of the fuel pressure, reduced and at a decrease in the fuel pressure, characterized by a negative gradient FUP_DT_AV of the fuel pressure. The control signal SG can preferably be determined by means of a map, depending on the gradient FUP_DT__AV and the setpoint FUP_SP of the fuel pressure, by map interpolation.
In einem Schritt S7 wird dann das Stellsignal SG an den e- lektromagnetischen Regulator 56 ausgegeben. Durch das Stell- signal wird vorzugsweise die Bestromung des elektromagnetischen Regulators 56 beeinflusst, vorzugsweise wird dazu abhängig von dem Wert des Stellsignals SG die Pulsweitenmodulation eines Spannungssignals, mit dem der elektromagnetische Regulator 56 angesteuert wird, verändert.In a step S7, the control signal SG is then output to the electromagnetic regulator 56. The actuating signal preferably influences the energization of the electromagnetic regulator 56; the pulse width modulation of a voltage signal with which the electromagnetic regulator 56 is actuated is preferably changed depending on the value of the actuating signal SG.
In einem Schritt S9 wird das Programm dann beendet und nach einer vorgegebenen Wartezeitdauer oder Eintritt der oben genannten Bedingungen erneut in dem Schritt Sl gestartet. Alternativ kann die die Dynamik des Durchflusses des Kraftstof- fes durch das Regulatorventil charakterisierende Größe auch direkt die Änderung des Durchflusses durch den elektromagnetischen Regulator 56 sein. Dieser Durchfluss kann beispielsweise mittels eines in der Rückführleitung 57 angeordneten Durchflusssensors erfasst werden und daraus ebenfalls ein entsprechender Gradient des Durchflusses ermittelt werden, der dann zur Ermittlung des Stellsignals SG herangezogen wird, wenn die Dynamik des Durchflusses einen vorgegebenen Schwellwert überschreitet.The program is then terminated in a step S9 and restarted in step S1 after a predetermined waiting period or the occurrence of the above-mentioned conditions. Alternatively, the variable characterizing the dynamics of the flow of the fuel through the regulator valve can also be directly the change in the flow through the electromagnetic regulator 56. This flow can be detected, for example, by means of a flow sensor arranged in the return line 57, and a corresponding gradient of the flow can also be determined therefrom, which gradient is then used to determine the actuating signal SG when the dynamics of the flow exceeds a predetermined threshold value.
In Figur 3 ist zum einen der Verlauf des Istwertes FUP_AV des Kraftstoffdruckes abhängig von dem Durchfluss Q durch den e- lektromagnetischen Regulator 56 dargestellt. Die zwei dargestellten hystereseförmigen Verläufe des Kraftstoffdruckes abhängig von dem Durchfluss Q sind für zwei verschiedene Werte des Stellsignals dargestellt. Bei dem für den Punkt Pl eingestellten Wert des Stellsignals SG gibt sich über die Zeitachse t bezogen auf die Punkte Pl, P2 und P3 der dargestellte zeitliche Verlauf des Istwertes FUP_AV des Kraftstoffdruckes. Die Änderung des Kraftstoffdruckes des Istwertes des Kraftstoffdruckes FUP__AV von dem Punkt Pl, dem Punkt P2 ist jedoch größer als der durch den ersten Schwellwert THD1 in dem Schritt S4 für den Betrag des Gradienten FUP_DT_AV vorgegebenen Wertes. Somit wird dann das Stellsignal schon vor Erreichen des Punktes P2 verringert, wie dies ebenfalls in Figur 2 anhand des Punktes P2 in Abhängigkeit von der Zeit t und dem Stellsignal SG aufgetragen ist. Dadurch ergibt sich dann der Druckverlauf des Istwertes FUP_AV über die Zeit entlang der Punkte Pl, P2 und P3. Der Druckverlauf ist somit wesentlich gleichförmiger als bei den Punkten Pl, P2 und P3.FIG. 3 shows the course of the actual value FUP_AV of the fuel pressure as a function of the flow Q through the electromagnetic regulator 56. The two hysteresis-shaped curves of the fuel pressure as a function of the flow Q are shown for two different values of the control signal. In the case of the value of the actuating signal SG set for the point P1, the one shown over the time axis t in relation to the points P1, P2 and P3 Time course of the actual value FUP_AV of the fuel pressure. The change in the fuel pressure of the actual value of the fuel pressure FUP__AV from the point P1, the point P2 is, however, greater than the value predetermined by the first threshold value THD1 in step S4 for the amount of the gradient FUP_DT_AV. Thus, the control signal is then reduced before point P2 is reached, as is also plotted in FIG. 2 based on point P2 as a function of time t and control signal SG. This then results in the pressure profile of the actual value FUP_AV over time along the points P1, P2 and P3. The pressure curve is thus much more uniform than at points P1, P2 and P3.
Der Gradient FUP_DT_AV erhält dann besonders hohe betragsmä- ßige Werte, wenn ein Übergang des Betriebszustands der Brennkraftmaschine von einem Normalbetrieb in den Leerlauf oder das Schubabschalten, also der Abschaltung der Kraftstoffzufuhr in die Zylinder der Brennkraftmaschine über die Einspritzventile 34 oder umgekehrt erfolgt. In diesen Fällen än- dert sich der Abfluss von Kraftstoff aus dem Kraftstoffspeicher durch die Einspritzventile sehr schnell, was dann bei nahezu unveränderter Förderleistung der Hochdruckpumpe 54 zu einer sehr starken Änderung des Durchflusses durch den elektromagnetischen Regulator 56 führt. Gerade bei diesen Be- triebszustandsübergängen wird durch das Programm gemäß Figur 2 ein starkes Überschwingen oder Unterschwingen des Istwertes FUP_AV des Kraftstoffdruckes wirksam verhindert. So kann dann auch gewährleistet werden, dass die Brennkraftmaschinen die Abgasemissionen der Brennkraftmaschine auch in diesen Be- triebszuständen auf einem niedrigen Niveau gehalten werden können. The gradient FUP_DT_AV then receives particularly high absolute values when the operating state of the internal combustion engine changes from normal operation to idling or the overrun fuel cut-off, ie the fuel supply to the internal combustion engine is switched off via the injection valves 34 or vice versa. In these cases, the outflow of fuel from the fuel reservoir through the injection valves changes very quickly, which then leads to a very strong change in the flow through the electromagnetic regulator 56 with the delivery capacity of the high-pressure pump 54 virtually unchanged. In the case of these operating state transitions in particular, the program according to FIG. 2 effectively prevents the actual value FUP_AV of the fuel pressure from overshooting or undershooting. It can then also be guaranteed that the internal combustion engines can keep the exhaust gas emissions of the internal combustion engine at a low level even in these operating states.

Claims

Patentansprüche claims
1. Verfahren zum Steuern eines Kraftstoffdrucks in einer Zuführeinrichtung (5) für Kraftstoff einer Brennkraftmaschi- ne, wobei die Zuführeinrichtung (5) eine Kraftstoffpumpe1. A method for controlling a fuel pressure in a feed device (5) for fuel of an internal combustion engine, the feed device (5) being a fuel pump
(54) aufweist, die Kraftstoff in einen KraftstoffSpeicher(54) has the fuel in a fuel storage
(55) pumpt, der Einspritzventile (34) mit Kraftstoff versorgt und der mit einem Regulatorventil verbunden ist, das abhängig von einem Stellsignal (SG) den Kraftstoffdruck einstellt, mit folgenden Schritten:(55) pumps, which supplies fuel to injectors (34) and which is connected to a regulator valve which adjusts the fuel pressure as a function of a control signal (SG), with the following steps:
- das Stellsignal (SG) wird abhängig von einem gewünschten Kraftstoffdruck (FUP_SP) und einer die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierenden Größe ermittelt und - das Regulatorventil wird mit dem Stellsignal (SG) angesteuert.- The control signal (SG) is determined depending on a desired fuel pressure (FUP_SP) and a variable characterizing the dynamics of the flow of the fuel through the regulator valve and - The regulator valve is controlled with the control signal (SG).
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierende Größe die Änderung des Durchflusses ist.2. The method according to claim 1, characterized in that the variable characterizing the dynamics of the flow of the fuel through the regulator valve is the change in the flow.
3. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die die Dynamik des Durchflusses des Kraftstoffes durch das Regulatorventil charakterisierenden Größe die Änderung des Kraftstoffdruckes ist.3. The method according to claim 1, characterized in that the variable characterizing the dynamics of the flow of the fuel through the regulator valve is the change in the fuel pressure.
4. Verfahren nach einen der vorstehenden Ansprüche, dadurch gekennzeichnet, dass das Regulatorventil ein elektromagne- tischer Regulator (56) ist und dass durch das Stellsignal (SG) die Bestromung des elektromagnetischen Regulators4. The method according to any one of the preceding claims, characterized in that the regulator valve is an electromagnetic regulator (56) and that the actuating signal (SG) energizes the electromagnetic regulator
(56) beeinflusst wird.(56) is influenced.
5. Verfahren nach Anspruch 4 und 2, dadurch gekennzeichnet, dass bei einem Steigen des Durchflusses, die Bestromung verringert wird und bei einem Sinken des Durchflusses die Bestromung erhöht wird. Verfahren nach den Ansprüchen 3 und 4, dadurch gekenn¬ zeichnet, dass bei einem Steigen des Kraftstoffdruckes die Bestromung verringert wird und bei einem Sinken des Kraft- Stoffdruckes die Bestromung erhöht wird. 5. The method according to claim 4 and 2, characterized in that when the flow increases, the energization is reduced and when the flow decreases, the energization is increased. A method according to claims 3 and 4, characterized labeled in ¬ characterized that with a rise in the fuel pressure is reduced and the energization is increased, the energization in a decrease in the fuel pressure.
EP04719978A 2003-04-24 2004-03-12 Method for controlling a fuel pressure in a fuel supply device of a combustion engine Expired - Lifetime EP1616093B1 (en)

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PCT/EP2004/002619 WO2004094806A1 (en) 2003-04-24 2004-03-12 Method for controlling a fuel pressure in a fuel supply device of a combustion engine

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US20060225707A1 (en) 2006-10-12
EP1616093B1 (en) 2006-09-06

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