EP1825125B1 - Procede d'exploitation d'un systeme d'alimentation en carburant pour moteur a combustion interne - Google Patents

Procede d'exploitation d'un systeme d'alimentation en carburant pour moteur a combustion interne Download PDF

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Publication number
EP1825125B1
EP1825125B1 EP05797117A EP05797117A EP1825125B1 EP 1825125 B1 EP1825125 B1 EP 1825125B1 EP 05797117 A EP05797117 A EP 05797117A EP 05797117 A EP05797117 A EP 05797117A EP 1825125 B1 EP1825125 B1 EP 1825125B1
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EP
European Patent Office
Prior art keywords
fuel
pressure
combustion engine
value
drv
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EP05797117A
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German (de)
English (en)
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EP1825125A1 (fr
Inventor
Guenter Veit
Stefan Keller
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Robert Bosch GmbH
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Robert Bosch GmbH
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • 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
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention firstly relates to a method for operating a fuel system of an internal combustion engine, in which a pressure control valve is precontrolled with a pilot signal, which is determined taking into account a desired pressure in a region of the fuel system, in particular a fuel pressure accumulator.
  • the invention further relates to a computer program, an electrical storage medium for a control and / or regulating device of an internal combustion engine, a control and / or regulating device for an internal combustion engine, and an internal combustion engine, in particular for a motor vehicle.
  • a method of the type mentioned is from the EP 1 086 307 B1 known.
  • This discloses a fuel system in which on the one hand the flow rate of a high pressure fuel pump and on the other hand, the opening pressure of a pressure control valve can be influenced, which is connected to a fuel pressure accumulator ("Rail").
  • Both the high-pressure fuel pump and the pressure control valve are controlled by a regulator, with which a certain pressure in the fuel pressure accumulator can be adjusted or adjusted.
  • a feedforward control is provided.
  • the pressure control valve is thereby precontrolled, inter alia, depending on a desired pressure in the fuel pressure accumulator.
  • the present invention has the object to further develop a method of the type mentioned so that the pressure in the fuel pressure accumulator adjusted with even higher accuracy and / or the pressure control valve can be made cheaper.
  • This object is achieved in a method of the type mentioned above in that in the determination of the pilot signal, a value for a passing through the pressure control valve fuel quantity is taken into account.
  • a value for a passing through the pressure control valve fuel quantity is taken into account.
  • the control signal required to maintain a certain pressure in a region of the fuel system depends on the amount of fuel flowing out of the range through the pressure control valve and on the actual pressure in the fuel pressure accumulator.
  • this fuel quantity or one of these at least approximately corresponding value in the determination of the pilot control signal, with which the pressure regulating valve is controlled the desired pressure can be set with significantly higher accuracy and better dynamics.
  • the required control actions are correspondingly smaller, which also benefits the dynamics of adjusting the pressure in the fuel pressure accumulator.
  • a pressure regulating valve can be used, which is manufactured with larger tolerances, since the greater the tolerances, the greater the dependence of the control signal required for a certain pressure in the range on the fuel quantity flowing through the pressure regulating valve. with which the pressure control valve is made. However, since this dependency is considered according to the invention, the corresponding tolerances of the pressure regulating valve play only a diminished role.
  • a quantity of fuel delivered by a high-pressure fuel pump is taken into account in determining the value for the fuel quantity flowing through the pressure regulating valve. This is based on the idea that when a certain pressure level is to be maintained, for example, in the fuel pressure accumulator, the greater the amount of fuel delivered by the high pressure fuel pump, the greater the amount of fuel flowing through the pressure control valve.
  • the determination of the pilot signal for the pressure control valve is thereby simplified and at the same time its precision is improved.
  • the high-pressure fuel pump is driven mechanically by the internal combustion engine, the amount of fuel delivered by it depends directly on the speed of the internal combustion engine. The consideration of this speed considerably simplifies the determination of the amount of fuel flowing through the pressure regulating valve.
  • the method according to the invention is simple to implement when a factor is determined from the value for a fuel quantity flowing through the pressure regulating valve, with which a raw pilot signal which takes into account a desired pressure in the region of the fuel system, in particular in the fuel pressure accumulator is determined, is applied.
  • a value for the current pressure in the area of the fuel system, in particular in the fuel pressure accumulator can also be taken into account, since this too has an influence on the pilot signal with which the pressure control valve is actuated to set a specific pressure in the fuel pressure accumulator got to.
  • FIG. 1 An internal combustion engine carries in FIG. 1 overall, the reference numeral 10. It comprises a fuel system, which is denoted by 12.
  • Part of the fuel system 12 is a fuel tank 14, from which an electrically driven prefeed pump 16 conveys the fuel to a mechanically driven high-pressure fuel pump 18. Their delivery rate can be adjusted by a quantity control valve or metering unit 20.
  • the high-pressure fuel pump 18 delivers the fuel into a fuel pressure accumulator 22, to which a plurality of injectors 24 are connected.
  • the fuel pressure accumulator 22 is also referred to as "rail".
  • the injectors 24 inject the fuel directly into directly associated combustion chambers 26 a.
  • a crankshaft 28 is set in rotation, whose rotational speed is detected by a sensor 29 and which via a mechanical connection 30, the high-pressure fuel pump 18 drives.
  • an adjustable or controllable pressure control valve 32 This may, for example, be a pressure regulating valve with a spring-loaded valve element.
  • the biasing force of the spring acting on the valve element can be varied by means of an electromagnetic actuator.
  • the corresponding drive signal supplies a control and regulating device 34, which receives inter alia input signals from a pressure sensor 36, which detects the pressure in the fuel pressure accumulator 22.
  • the pressure control valve 32, the fuel pressure accumulator 22, the control and regulating device 34 and the pressure sensor 36 thus form a closed controlled system.
  • a desired pressure in the fuel pressure accumulator 22 is defined depending on the state and operating variables of the internal combustion engine 10.
  • the operating mode of the internal combustion engine 10 the load torque or the torque which is to be provided by the internal combustion engine 10 includes the speed detected by the sensor 29, with regard to the state variables and operating variables which may influence the desired pressure in the fuel pressure accumulator 22 which rotates the crankshaft 28, a temperature of the internal combustion engine 10, et cetera.
  • the pressure control valve 32 is piloted. This means that, taking into account the desired pressure of the control and regulating device 34 with the interposition of a final stage, a pilot signal in the form of a pilot control current IDRV is generated. Due to the closed loop described above then only correspondingly small deviations must be compensated. The provision of the pilot current IDRV will now be described with reference to FIG. 2 explained in detail:
  • the speed nmot of the crankshaft 28 provided by the rotational speed sensor 29 is fed into a characteristic curve 38, which determines a delivery rate qHDP of the high-pressure fuel pump 18 from the rotational speed nmot.
  • the characteristic curve 38 is based on the assumption that the metering unit 20 is set so that it does not limit the delivery rate of the high-pressure fuel pump 18.
  • the sum of a fuel amount qINJ and a fuel amount qCON is further formed.
  • QINJ is the amount of fuel that is injected from the injectors 24 into the combustion chambers 26.
  • QCON is the amount of spill fuel that is used by the injectors 24 to operate them and that has an in FIG. 1
  • Return flow line designated 42 is returned to the fuel tank 14.
  • the amount of fuel qINJ is also determined by the control and regulating device 34 as a function of state and operating variables and depending on the desired torque. Depending on this results, for example, by means of a characteristic, the gearström fuel quantity qCON.
  • the total value formed in 40 corresponds to the amount of fuel which is retrieved from the fuel pressure accumulator 22 in total by the injectors 24. This sum value is subtracted in 44 from the fuel quantity qHDP, which is conveyed by the high-pressure fuel pump 18 in the fuel pressure accumulator 22. In blocks 40 and 44, therefore, a first mass balance for the fuel pressure accumulator is created.
  • the difference obtained in block 44 corresponds to a fuel quantity qDRV which flows from the fuel pressure accumulator 22 through the pressure regulating valve 32 and back to the fuel tank 14 via a line 45.
  • This value is fed together with the value provided by the pressure sensor 36 for the actual pressure pr_ist, which prevails in the fuel pressure accumulator 22, in a map 46 which generates a correction factor KF.
  • This is multiplied in 48 by a raw pilot current I * DRV, which was generated by means of a characteristic curve 50, into which a desired pressure pr_soll, which should prevail in the fuel pressure accumulator 22, was fed.
  • the result of the multiplication in block 48 is the pilot control current IDRV, with which the pressure regulating valve 32 is precontrolled.
  • the correction factor KF takes account of the fact that the current required to set a specific opening pressure at the pressure regulating valve 32 depends on the fuel quantity qDRV flowing through the pressure regulating valve 32 and on the current actual pressure pr_ist prevailing in the fuel pressure accumulator 22.
  • the method described is stored as a computer program in a memory of the control and regulating device 34.

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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (10)

  1. Procédé pour faire fonctionner un système de carburant (12) d'un moteur à combustion interne (10), dans lequel une soupape de régulation de la pression (32) sollicitée par ressort est pilotée avec un signal pilote (IDRV), qui est déterminé en tenant compte d'une pression de consigne (pr_soll) dans un accumulateur de pression de carburant (22), caractérisé en ce que lors de la détermination du signal pilote (IDRV), une valeur pour une quantité de carburant (qDRV) s'écoulant à travers la soupape de régulation de la pression (32) et une valeur pour la pression (pr_ist) qui règne dans l'accumulateur de carburant, sont prises en compte.
  2. Procédé selon la revendication 1, caractérisé en ce que lors de la détermination de la valeur pour la quantité de carburant (qDRV) s'écoulant à travers la soupape de régulation de la pression (32), on prend en compte une quantité de carburant (qHDP) refoulée par une pompe de carburant haute pression (18).
  3. Procédé selon la revendication 2, caractérisé en ce que la pompe de carburant haute pression (18) est entraînée mécaniquement (30) par le moteur à combustion interne (10), et en ce que lors de la détermination de la valeur pour la quantité de carburant (qDRV) s'écoulant à travers la soupape de régulation de la pression (32), on prend en compte un régime (nmot) du moteur à combustion interne (10).
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que lors de la détermination de la valeur pour la quantité de carburant (qDRV) s'écoulant à travers la soupape de régulation de la pression (32), on prend en compte une quantité de carburant (qINJ) parvenant par le biais d'un injecteur (24) dans une chambre de combustion (26).
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que lors de la détermination de la valeur pour la quantité de carburant (qDRV) s'écoulant à travers la soupape de régulation de la pression (32), on prend en compte une quantité de carburant (qCON) coupée par un injecteur (24).
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'on détermine, à partir de la valeur pour une quantité de carburant (qDRV) s'écoulant à travers la soupape de régulation de la pression (32) et d'une valeur pour la pression actuelle (pr_ist) dans la région de l'accumulateur de pression de carburant (22), un facteur (KF) avec lequel est sollicité un signal pilote brut (I*DRV), qui est déterminé en tenant compte d'une pression de consigne (pr_soll) dans la région du système de carburant (12), en particulier dans l'accumulateur de pression de carburant (22).
  7. Programme informatique, caractérisé en ce qu'il est programmé pour l'utilisation dans un procédé selon l'une quelconque des revendications précédentes.
  8. Support de mémoire électrique pour un dispositif de commande et/ou de régulation (34) d'un moteur à combustion interne (10), caractérisé en ce que l'on mémorise sur celui-ci un programme informatique pour l'utilisation dans un procédé selon les revendications 1 à 6.
  9. Dispositif de commande et/ou de régulation (34) pour un moteur à combustion interne (10), caractérisé en ce qu'il est programmé pour l'utilisation dans un procédé selon l'une quelconque des revendications 1 à 6.
  10. Moteur à combustion interne (10), en particulier pour un véhicule automobile, caractérisé en ce qu'il comprend un dispositif de commande et/ou de régulation (34), qui est programmé pour l'utilisation dans un procédé selon l'une quelconque des revendications 1 à 6.
EP05797117A 2004-12-09 2005-10-20 Procede d'exploitation d'un systeme d'alimentation en carburant pour moteur a combustion interne Active EP1825125B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004059330A DE102004059330A1 (de) 2004-12-09 2004-12-09 Verfahren zum Betreiben eines Kraftstoffsystems einer Brennkraftmaschine
PCT/EP2005/055417 WO2006061288A1 (fr) 2004-12-09 2005-10-20 Procede d'exploitation d'un systeme d'alimentation en carburant pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1825125A1 EP1825125A1 (fr) 2007-08-29
EP1825125B1 true EP1825125B1 (fr) 2010-01-20

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EP05797117A Active EP1825125B1 (fr) 2004-12-09 2005-10-20 Procede d'exploitation d'un systeme d'alimentation en carburant pour moteur a combustion interne

Country Status (6)

Country Link
US (1) US9611800B2 (fr)
EP (1) EP1825125B1 (fr)
JP (1) JP4518515B2 (fr)
AT (1) ATE455949T1 (fr)
DE (2) DE102004059330A1 (fr)
WO (1) WO2006061288A1 (fr)

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Also Published As

Publication number Publication date
ATE455949T1 (de) 2010-02-15
US20080257314A1 (en) 2008-10-23
US9611800B2 (en) 2017-04-04
JP4518515B2 (ja) 2010-08-04
DE102004059330A1 (de) 2006-06-14
DE502005008928D1 (de) 2010-03-11
JP2008523297A (ja) 2008-07-03
WO2006061288A1 (fr) 2006-06-15
EP1825125A1 (fr) 2007-08-29

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