EP1745204A1 - Procede pour reguler la pression d'un systeme d'injection a accumulateur - Google Patents

Procede pour reguler la pression d'un systeme d'injection a accumulateur

Info

Publication number
EP1745204A1
EP1745204A1 EP05740728A EP05740728A EP1745204A1 EP 1745204 A1 EP1745204 A1 EP 1745204A1 EP 05740728 A EP05740728 A EP 05740728A EP 05740728 A EP05740728 A EP 05740728A EP 1745204 A1 EP1745204 A1 EP 1745204A1
Authority
EP
European Patent Office
Prior art keywords
pressure
calculated
rail pressure
component
ist
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.)
Withdrawn
Application number
EP05740728A
Other languages
German (de)
English (en)
Inventor
Armin DÖLKER
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP1745204A1 publication Critical patent/EP1745204A1/fr
Withdrawn legal-status Critical Current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
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B11/00—Automatic controllers
    • G05B11/01—Automatic controllers electric
    • G05B11/36—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential
    • G05B11/42—Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential for obtaining a characteristic which is both proportional and time-dependent, e.g. P.I., P.I.D.
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D16/00—Control of fluid pressure
    • G05D16/20—Control of fluid pressure characterised by the use of electric means
    • G05D16/2006—Control of fluid pressure characterised by the use of electric means with direct action of electric energy on controlling means
    • G05D16/208—Control of fluid pressure characterised by the use of electric means with direct action of electric energy on controlling means using a combination of controlling means as defined in G05D16/2013 and G05D16/2066
    • 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
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1422—Variable gain or coefficients
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method

Definitions

  • the invention relates to a method for pressure control of a storage injection system of an internal combustion engine according to the preamble of claim 1.
  • a high-pressure pump delivers the fuel from a fuel tank to a rail.
  • the inlet cross-section to the high-pressure pump is determined via a variable suction throttle.
  • injectors via which the fuel is injected into the combustion chambers of the internal combustion engine. Since the quality of the combustion depends crucially on the pressure level in the rail, this is regulated.
  • the high-pressure control circuit includes a high-pressure controller, the suction throttle with high-pressure pump and the rail as a control system, as well as a filter in the feedback branch.
  • the high pressure controller is designed as a PID controller or PIDTl controller, i. H.
  • this includes at least a proportional component (P component), an integral component (I component) and a differential component (D component).
  • P component proportional component
  • I component integral component
  • D component differential component
  • the pressure level in the rail corresponds to the controlled variable.
  • the measured pressure values of the rail are converted into an actual rail pressure via the filter and compared with a target rail pressure.
  • the resulting control deviation is converted into a control signal for the suction throttle via the high-pressure controller.
  • the control signal corresponds to z. B. a volume flow with the unit liter / minute.
  • the high pressure control circuit described above is known from the unpublished German patent application with the official file number DE 103 30 466.5.
  • a passive pressure relief valve is installed on the rail. With one too high pressure level opens the pressure relief valve, whereby the fuel is diverted from the rail into the fuel tank.
  • the engine speed increases immediately when a load is shed.
  • An increasing engine speed results in a speed control deviation that increases in amount at a constant target speed.
  • a speed controller responds to this by reducing the injection quantity as a manipulated variable.
  • a lower injection quantity in turn means that less fuel is drawn from the rail and therefore the pressure level in the rail increases rapidly.
  • the delivery rate of the high-pressure pump is speed-dependent.
  • An increasing engine speed means a higher delivery rate and thus causes an additional pressure increase in the rail. Since the high-pressure control has a long response time, the rail pressure can rise so far that the pressure relief valve opens, e.g. B. at 1950 bar. Then the rail pressure drops z. B. to a value of 800 bar.
  • the object of the invention is to improve the safety of the pressure control.
  • the object is solved by the features of claim 1.
  • the configurations are shown in the subclaims.
  • the invention provides that a second actual rail pressure is determined from the measured rail pressure via a second filter and the second actual rail pressure is set as decisive for the calculation of the regulator components of the high pressure regulator.
  • Controller components are to be understood as the P component, I component, D component and DTl component.
  • the second filter has a smaller time constant and a smaller phase delay than the first filter in the feedback branch.
  • the central idea of the invention is therefore to increase the dynamics of the high-pressure control loop by introducing a second “fast” filter.
  • a first proportional coefficient for determining the P component and a first retention time for determining the D component of the high-pressure regulator are each calculated using a characteristic curve as a function of the second actual rail pressure.
  • the characteristic curves have a static and a dynamic range. In the dynamic range, an increasing second actual rail pressure is assigned a likewise increasing proportional coefficient or an increasing lead time via the characteristic curves.
  • a second control deviation is calculated from the target rail pressure and the second actual rail pressure, and the P component, D component and DTI component of the high-pressure regulator are determined as a function of the second control deviation ,
  • the proportional coefficient for the P component, the retention time for the D component and the DTI component are calculated using the corresponding characteristic curves.
  • Fig. 4 shows a second characteristic
  • Fig. 6 is a block diagram, proportional coefficient
  • Fig. 8 is a block diagram, volume flow
  • Fig. 9 is a block diagram, DTl portion.
  • Figure 1 shows a system diagram.
  • the fuel is injected via a storage injection system (common rail).
  • This comprises the following components: a high-pressure pump 3 with a suction throttle for delivering the fuel from a fuel tank 2, a rail 6 for storing the fuel and injectors 7 for injecting the fuel from the rail 6 into the combustion chambers of the internal combustion engine 1.
  • the operating mode of the internal combustion engine 1 is regulated by an electronic control unit (ADEC) 4.
  • the electronic control unit 4 contains the usual components of a microcomputer system, for example a microprocessor, I / O modules, buffers and memory modules (EEPROM, RAM).
  • the memory modules are used for the operation of the combustion engine 1 relevant operating data applied in maps / characteristic curves.
  • the electronic control unit 4 uses this to calculate the output variables from the input variables.
  • the following input variables are shown by way of example in FIG. 1: a rail pressure pCR, which is measured by means of a rail pressure sensor 5, a speed signal nMOT of the internal combustion engine 1, a signal FP for power specification by the operator and an input variable E. Below the input variable For example, the charge air pressure of a turbocharger and the temperatures of the coolants / lubricants and the fuel are subsumed.
  • a signal ADV for controlling the suction throttle and an output variable A are shown as output variables of the electronic control unit 4.
  • the output variable A represents the other control signals for controlling and regulating the internal combustion engine 1, for example the start of injection SB and the duration of injection SD.
  • the ADV signal is designed as a pulse-width-modulated signal (PWM).
  • Such a memory injection system is at a maximum stationary rail pressure of z. B. operated 1800 bar.
  • a passive pressure relief valve 8 is provided to protect the system from an impermissibly high pressure level in the rail 6.
  • the fuel is discharged from the rail 6 into the fuel tank 2 via the pressure relief valve 8.
  • the pressure level in the rail 6 drops to a value of z. B. 800 bar.
  • FIG. 2 shows a high-pressure control circuit for regulating the rail pressure pCR in a first embodiment.
  • the input variable corresponds to the setpoint of the rail pressure pCR (SL).
  • the output quantity corresponds to the raw value of the Rail pressure pCR.
  • a first actual rail pressure pCRl (IST) is determined from the raw values of the rail pressure pCR via a first filter 13. This is compared with the setpoint pCR (SL) at a summation point A, which results in a first control deviation dRl.
  • a manipulated variable is calculated from the first control deviation dRI by means of a high-pressure controller 9.
  • the manipulated variable corresponds to a volume flow qV.
  • the physical unit of the volume flow can, for. B. liters / minute.
  • the volume flow qV corresponds to the input variable for a limitation 10.
  • the limitation 10 can be speed-dependent, input variable nMOT.
  • the output variable qV (SL) of the limitation 10 is then converted into a PWM signal in a function block 11. Fluctuations in the operating voltage and the fuel admission pressure are taken into account in the conversion, input variable E.
  • the PWM signal ADV is then applied to the solenoid of the suction throttle. As a result, the path of the magnetic core is changed, whereby the flow rate of the high-pressure pump 3 is freely influenced.
  • the high-pressure pump 3 with suction throttle and the rail 6 correspond to the controlled system 12.
  • a volume flow qV (VER) is discharged from the rail 6 via the injectors 7. This closes the control loop.
  • a second actual rail pressure pCR2 is calculated from the raw values of the rail pressure pCR via a second filter 14.
  • the second filter 14 has a smaller time constant and thus a smaller phase delay than the first filter 13. This means that the second actual rail pressure pCR2 (IST) is less time-delayed than the first actual rail pressure pCRl (IST).
  • the calculation of the controller components of the high-pressure controller 9 is significantly influenced by the second actual rail pressure pCR2 (IST).
  • the second actual rail pressure pCR2 (IST) is fed directly to the high-pressure regulator 9.
  • a first characteristic curve 15 is shown in FIG.
  • a first proportional coefficient kpl is determined via the first characteristic curve 15 for determining a P component of the high-pressure regulator 9.
  • the second actual rail pressure pCR2 (IST) is plotted in bar on the abscissa.
  • the first proportional coefficient kpl is plotted on the ordinate as the output variable.
  • the first characteristic curve 15 comprises a stationary area STAT and a dynamic area DYN.
  • the stationary area ends at a pressure value of 1800 bar. This corresponds to the maximum stationary rail pressure at full load.
  • the dynamic range DYN starts at a pressure value of 1820 bar.
  • a tolerance band TB is provided between the stationary and the dynamic range, e.g. B. 20 bar.
  • the first characteristic curve 15 is composed of an abscissa-parallel section with the points AB, an increasing section with the points BCD and an abscissa-parallel section with the points DE. If the internal combustion engine 1 z. B. operated at full load, a first proportional coefficient kpl of kpSTAT is assigned to the second actual rail pressure pCR2 (IST) of 1800 bar via the first characteristic curve 15. The second actual rail pressure pCR2 (IST) increases z. B. due to load shedding, an increased first proportional coefficient kpl of kpDYN is calculated in the dynamic range DYN over the first characteristic 15, point C.
  • a higher first proportional coefficient kpl causes an increase in the P component of the high-pressure regulator 9 and thus a reduction in the manipulated variable or reduction in the throttle cross section of the suction throttle.
  • a second characteristic curve 16 is shown in FIG.
  • a second lead time Tvl is assigned to the second actual rail pressure pCR2 (IST) via the second characteristic curve 16.
  • the second characteristic curve 16 corresponds to the course of the first characteristic curve 15.
  • the second actual rail pressure pCR2 (IST) is plotted in bar on the abscissa.
  • the first lead time Tvl is plotted on the ordinate as the output variable.
  • the second characteristic curve 16 comprises a stationary area STAT and a dynamic area DYN. The stationary area ends at a pressure value of 1800 bar.
  • the dynamic range DYN starts at a pressure value of 1820 bar.
  • a tolerance band TB of 20 bar is provided between the stationary and dynamic range.
  • the second characteristic curve 16 is composed of an abscissa-parallel section with the points AB, an increasing section with the points BCD and an abscissa-parallel section with the points DE. If the internal combustion engine 1 z. B. operated at full load, the second actual rail pressure pCR2 (IST) of 1800 bar is assigned a first lead time Tvl of TvSTAT via the second characteristic curve 16. The second actual rail pressure pCR2 (IST) increases z. B.
  • an increased first lead time Tvl of TvDYN is calculated in the dynamic range DYN over the second characteristic 16, point C.
  • a higher first lead time Tvl causes an increase in the D component of the high-pressure regulator 9 and thus a decrease the manipulated variable or reduction of the throttle cross section of the suction throttle.
  • FIG. 5 shows the high-pressure control circuit for controlling the rail pressure pCR in a second embodiment.
  • This embodiment differs from the illustration according to FIG. 2 in that the output variable of the second filter 14, here the second actual rail pressure pCR2 (IST), is at one Summation point B is subtracted from the target rail pressure pCR (SL). The result corresponds to a second control deviation dR2.
  • SL target rail pressure pCR
  • dR2 target rail pressure pCR
  • the high pressure regulator 9 the P, D and DTl portion of the high pressure regulator 9 is largely determined by the second actual rail pressure pCR2 (IST) via the second control deviation dR2.
  • Figures 6 to 9 correspond to this.
  • FIG. 6 shows a block diagram for calculating a proportional coefficient kp. 6 comprises as essential elements the first characteristic curve 15 for calculating the first proportional coefficient kpl and a third characteristic curve 17 for calculating a second proportional coefficient kp2.
  • the first proportional coefficient kpl is calculated in accordance with the description of FIG. 3.
  • the input variable of the third characteristic curve 17 corresponds to the second control deviation dR2.
  • the output variable corresponds to the second proportional coefficient kp2.
  • Values of the second control deviation dR2 in the positive / negative direction are plotted on the abscissa of the third characteristic curve 17.
  • the ordinate corresponds to the second proportional coefficient kp2.
  • a first limit value GW1 and a second limit value GW2 are shown on the abscissa. If the second control deviation dR2 is very large, kp2 is limited to a value GW3. A negative control deviation is present when the second actual rail pressure pCR2 (IST) becomes greater than the target rail pressure pCR (SL). In the case of very large positive second control deviations dR2, the second proportional coefficient kp2 is limited to the value GW4. In the range between the first limit value GW1 and the second limit value GW2, the second proportional coefficient kp2 is set to the value zero.
  • the second proportional coefficient kp2 has the value zero.
  • the third proportional coefficient kp3 can either be constant or can be calculated as a function of a target torque and / or the engine speed nMOT. The sum of the three proportional coefficients corresponds to the proportional coefficient kp.
  • FIG. 7 shows a block diagram for calculating the lead time Tv.
  • FIG. 7 comprises the second characteristic curve 16 for calculating the first retention time Tvl as a function of the second actual rail pressure pCR2 (IST) and a fourth characteristic curve 18 for calculating a second retention time Tv2.
  • the first derivative time Tvl is calculated analogously to the description of FIG. 4.
  • the input variable of the fourth characteristic curve 18 is the second control deviation dR2.
  • the output variable of the characteristic curve 18 corresponds to the second lead time Tv2. Values of the second control deviation dR2 in the positive / negative direction are plotted on the abscissa. The ordinate corresponds to the second lead time Tv2.
  • a first limit value GW1 and a second limit value GW2 are shown on the abscissa.
  • the second lead time Tv2 is limited to a value GW3.
  • the second lead time Tv2 is limited to the value GW4.
  • the second lead time Tv2 is set to the value zero. From the fourth characteristic curve 18 it is clear that in a steady state, i.e. H. the second control deviation dR2 is almost zero, the second derivative time Tv2 has the value zero.
  • the first lead time Tvl the second lead time Tv2 and a third lead time Tv3 are added.
  • the third lead time Tv3 can either be constant or depending on a target torque and / or the engine speed nMOT can be calculated. The result corresponds to the output variable Tv.
  • FIG. 8 shows a block circuit diagram for calculating the volume flow qV, that is to say the manipulated variable of the high-pressure controller 9.
  • the internal structure of the high-pressure controller 9 is shown here. This contains three function blocks for calculating the controller shares. These are a P component 20, an I component 21 and a DTI component 22.
  • a proportional component qV (P) of the volume flow qV is calculated via the P component 20 as a function of the first control deviation dRl and second control deviation dR2.
  • An integrating component qV (I) of the volume flow qV is calculated via the I component 21 as a function of the first control deviation dRI.
  • the DTl component qV (DTl) of the volume flow qV is calculated via the DTl component 22.
  • the volume flow qV is determined via a summation 23 from the summands of the P, I and DTl component.
  • the second control deviation dR2 is only used to calculate the derivative action time Tv, corresponding to FIG. 7.
  • the input variable of the DTI algorithm is the first control deviation dRl.
  • the input variable of the DT1 algorithm is also determined from the second control deviation dR2.
  • FIG. 9 shows a diagram 19 of the DTI component qV (DTl) in the case of a sudden change in the input variable dR2. Time t is plotted on the abscissa.
  • the ordinate corresponds to the DTI component qV (DTl).
  • Two limit values GW1 and GW2 are shown in the diagram.
  • the DTl component is deactivated when the second control deviation dR2 becomes smaller than the first limit value GWl, ie the signal qV (DTl) then has a value of zero.
  • the DTI component is activated when the second control deviation dR2 becomes larger than the second limit value GW2.
  • the limit value GW2 has the effect that, in the event of dynamic changes in state, that is to say a large positive or negative second control deviation dR2, the DTl component is used to calculate the volume flow qV mitein together. In the case of stationary states, ie the second control deviation dR2 is almost zero, the volume flow qV is determined exclusively from the P component 20 and the I component 21.

Abstract

L'invention concerne un procédé de régulation de pression destiné à un moteur à combustion interne (1) équipé d'un système d'injection à accumulateur. Selon ce procédé, une première pression réelle d'accumulateur est déterminée par l'intermédiaire d'un premier filtre à partir de la pression (pCR) mesurée dans l'accumulateur; un premier écart est calculé à partir de la comparaison entre la pression d'accumulateur prescrite et la pression d'accumulateur réelle; et un débit volumétrique est déterminé en tant que grandeur de régulation à partir du premier écart par l'intermédiaire d'un régulateur haute pression. Selon l'invention, une deuxième pression réelle d'accumulateur est déterminée à partir de la pression (pCR) mesurée dans l'accumulateur par l'intermédiaire d'un deuxième filtre, cette deuxième pression réelle d'accumulateur servant de valeur de référence pour le calcul des composantes du régulateur haute pression.
EP05740728A 2004-05-12 2005-05-10 Procede pour reguler la pression d'un systeme d'injection a accumulateur Withdrawn EP1745204A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004023365A DE102004023365B4 (de) 2004-05-12 2004-05-12 Verfahren zur Druck-Regelung eines Speichereinspritzsystems
PCT/EP2005/005017 WO2005111402A1 (fr) 2004-05-12 2005-05-10 Procede pour reguler la pression d'un systeme d'injection a accumulateur

Publications (1)

Publication Number Publication Date
EP1745204A1 true EP1745204A1 (fr) 2007-01-24

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05740728A Withdrawn EP1745204A1 (fr) 2004-05-12 2005-05-10 Procede pour reguler la pression d'un systeme d'injection a accumulateur

Country Status (4)

Country Link
US (1) US7270115B2 (fr)
EP (1) EP1745204A1 (fr)
DE (1) DE102004023365B4 (fr)
WO (1) WO2005111402A1 (fr)

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US7270115B2 (en) 2007-09-18

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