EP1884646A2 - Procédé de commande dýun moteur à combustion interne - Google Patents

Procédé de commande dýun moteur à combustion interne Download PDF

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Publication number
EP1884646A2
EP1884646A2 EP07012743A EP07012743A EP1884646A2 EP 1884646 A2 EP1884646 A2 EP 1884646A2 EP 07012743 A EP07012743 A EP 07012743A EP 07012743 A EP07012743 A EP 07012743A EP 1884646 A2 EP1884646 A2 EP 1884646A2
Authority
EP
European Patent Office
Prior art keywords
injection
pressure
measured
pressure curve
fuel
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Withdrawn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
EP07012743A
Other languages
German (de)
English (en)
Other versions
EP1884646A3 (fr
Inventor
Albert Kloos
Andreas Kunz
Günther Schmidt
Ralf Speetzen
Michael Willmann
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 EP1884646A2 publication Critical patent/EP1884646A2/fr
Publication of EP1884646A3 publication Critical patent/EP1884646A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • 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
    • 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
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation

Definitions

  • the invention relates to a method for controlling an internal combustion engine with common rail system according to the preamble of claim one.
  • the start of injection, the injected fuel mass and the end of the injection decisively determine the quality of the combustion and the composition of the exhaust gas.
  • the start of injection and the end of injection are usually controlled by an electronic control unit.
  • Another uncertainty is that in practice the fuel mass is not measured directly but is calculated from other measured quantities.
  • a method for controlling an internal combustion engine with a common rail system is known in which the rail pressure as a direct measurement detected and the fuel mass is calculated via a mathematical function, such as a linear or root function, or via a map.
  • the method should be real-time capable by directly determining the fuel mass from the current rail pressure.
  • the injection frequency and the delivery frequency of the high-pressure pump are superimposed as disturbance variables, so that the fuel mass calculated in real time is faulty or the rail pressure must first be filtered, as described in US Pat DE 31 18 425 A1 is shown.
  • the method illustrated is intended for a conventional common rail system.
  • the method is not directly applicable to a common rail system with individual memories.
  • the common rail system with individual memories differs from a conventional common rail system in that the fuel to be injected is removed from the individual memory.
  • the supply line from the rail to the individual memory is designed in practice so that a feedback of interference frequencies is damped in the rail.
  • just enough fuel flows out of the rail that the individual accumulator is refilled at the beginning of the injection.
  • the hydraulic resistance of the individual memory and the supply line are matched, ie the connection line from the rail to the individual memory has the highest possible hydraulic resistance.
  • the hydraulic resistance between the rail and the injector should be as low as possible to achieve an unimpeded injection.
  • a method for controlling an internal combustion engine in which the pressure level in a line connecting the injection pump and the injection nozzle, is measured.
  • the fuel mass is calculated by normalizing the pressure curve, forming the area integral and evaluating it by means of a proportionality constant.
  • the method illustrated therein is not applicable in a common rail system with individual memories due to the structural differences.
  • an injection nozzle controlled by an injection pump is a passive element, while the injector can be actively activated in the case of a common rail system.
  • the invention is based on the object of designing a control system for a common rail system with individual memories in which the fuel mass is taken into account.
  • the fuel mass is calculated by the pressure curve of a single memory is measured, a modeled pressure curve over a hydraulic model is modeled on the measured pressure curve and then from the hydraulic model, the fuel mass is calculated.
  • a deviation from the measured Pressure curve of the individual memory is calculated to the modeled pressure curve and the model parameters are adjusted until the deviation is smaller than a limit.
  • the deviation is determined from the variables characterizing the injection. These are the start of injection, the end of injection, a pressure difference from start of injection pressure level to the end of injection pressure level and a spraying angle region alternatively an injection duration.
  • FIG. 1 shows a system diagram of an electronically controlled internal combustion engine 1.
  • the fuel is injected via a common rail system.
  • This comprises the following components: a low-pressure pump 2 for fuel delivery from a fuel tank 3, a suction throttle 4 for determining a volume flow, a High-pressure pump 5 for conveying the fuel with pressure increase in a rail 6, individual memory 7 for temporarily storing the fuel and injectors 8 for injecting the fuel into the combustion chambers of the internal combustion engine.
  • a low-pressure pump 2 for fuel delivery from a fuel tank 3
  • a suction throttle 4 for determining a volume flow
  • a High-pressure pump 5 for conveying the fuel with pressure increase in a rail 6
  • individual memory 7 for temporarily storing the fuel and injectors 8 for injecting the fuel into the combustion chambers of the internal combustion engine.
  • the common rail system with individual memories differs from a conventional common rail system in that the fuel to be injected is removed from the individual memory 7.
  • the supply line from the rail 6 to the individual memory 7 is designed in practice so that a feedback of interference frequencies in the rail 6 is attenuated. During the injection break just enough fuel flows from the rail 6 that the individual memory 7 is filled again at the beginning of the injection.
  • the hydraulic resistance of the individual storage 7 and the supply line are matched, i. the connecting line from the rail 6 to the individual memory 7 has the highest possible hydraulic resistance.
  • the hydraulic resistance between the rail 6 and the injector 8 should be as low as possible in order to achieve unimpeded injection.
  • the operation of the internal combustion engine 1 is controlled by an electronic control unit (ADEC) 9.
  • the electronic control unit 9 includes the usual components of a microcomputer system, such as a microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic Control unit 9 from the input variables, the output 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 10, a speed signal nMOT of the internal combustion engine 1, pressure signals pE of the individual memory 7 and an input variable EIN.
  • the input quantity EIN subsumes the charge air pressure of a turbocharger and the temperatures of the coolant / lubricant and of the fuel.
  • the outputs of the electronic control unit 9 are a signal PWM for controlling the intake throttle 4, a power-determining signal ve, for example an injection quantity for displaying a desired torque in a torque-based control, and an output variable AUS.
  • the output variable OFF is representative of the further control signals for controlling and regulating the internal combustion engine 1.
  • FIG. 2 shows a diagram of a measured pressure curve pE in a single memory and a modeled pressure curve pEMOD.
  • the measured pressure curve pE is shown as a solid line.
  • the modeled pressure curve pEMOD is shown as a dot-dash line.
  • the modeled pressure curve pEMOD after the first calculation pass is shown, d. H. the modeled pressure curve pEMOD differs significantly from the measured pressure curve pE.
  • crankshaft angle Phi is plotted.
  • the pressure curve in the individual memory is measured and stored over a measuring interval.
  • the measuring interval may correspond to a working cycle of the internal combustion engine, ie 720 degrees crankshaft angle.
  • the measuring interval shown in FIG. 2 includes by way of example the range of 320 to 460 degrees crankshaft angle.
  • the parameters of the injection are determined from the measured pressure curve pE.
  • the characteristics are the injection start SB, the injection end SE, a pressure difference dp and a spray angle range dPhi.
  • the pressure difference is calculated from the difference between injection start pressure level pE (SB) minus injection end pressure level pE (SE).
  • the spray angle range dPhi is calculated from the difference of injection end angle Phi (SE) minus peak start angle Phi (SB).
  • the injection start SB can also be determined from the injection end SE via a mathematical function. A corresponding method is from the DE 103 44 181 A1 known.
  • the modeled pressure curve pEMOD is modeled on the measured pressure curve pE on the basis of the setpoint variables for the injection via the hydraulic model issued by the electronic control unit.
  • the parameters characterizing the modeled pressure curve are preferably the modeled injection start SBMOD, the modeled injection end SEMOD, the modeled pressure difference dpMOD and the modeled angular range dPhiMOD.
  • a difference of the parameters of the measured pressure curve pE to the modeled pressure curve pEMOD is then formed.
  • the reference symbols dSB, dSE, ddp and ddPhi correspond to the respective difference.
  • ddp is calculated from the modeled pressure difference dpMOD minus the pressure difference dp.
  • ddPhi is calculated from dSE minus dSB.
  • a fourth step the model parameters of the hydraulic model are then adjusted until the deviation becomes smaller than a limit value GW, for example GW ⁇ 0.5 ° crankshaft angle. If this is the case, then the fuel mass calculated from the hydraulic model corresponds to the actual fuel mass. The fuel mass calculated from the model is then set as decisive for the further control of the internal combustion engine.
  • GW limit value
  • FIG. 2 shows the pressure curve pE and the modeled pressure curve pEMOD over the crankshaft angle Phi.
  • the pressure curve can also be displayed over time.
  • the references in the text are to be understood as references to the time.
  • the input variables are a first pressure p1, which corresponds to the pressure level provided by the high-pressure pump 5, and a first mass flow m1.
  • the output quantities are a second pressure p2, a second mass flow m2, a third pressure p3 and a third mass flow m3.
  • the second pressure p2 corresponds to the pressure level in the low pressure range.
  • the second Mass flow m2 stands for the leakage of the system.
  • the third pressure p3 corresponds to the cylinder pressure and is approximately constant.
  • the third mass flow m3 stands for the injected fuel mass.
  • Reference D1 stands for a first, D2 for a second and D3 for a third throttle. The latter corresponds to the Einspitzdüse.
  • Reference numeral 11 denotes the single-storage volume.
  • the hydraulic characteristics of the first throttle point D1 are known from test bench measurements and remain constant during operation.
  • the hydraulic characteristics of the second throttle point D2 are variable, but can be determined from the pressure rise phase in the individual storage pressure and its deviation.
  • the hydraulic characteristics of the third throttle point D3, so the injection nozzle, change with the needle stroke. Their temporal changes can be measured on a component test bench, for example by means of one of the DE 198 50 221 C1 known method.

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  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP07012743.6A 2006-07-26 2007-06-29 Procédé de commande dýun moteur à combustion interne Withdrawn EP1884646A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006034514.2A DE102006034514B4 (de) 2006-07-26 2006-07-26 Verfahren zur Steuerung einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1884646A2 true EP1884646A2 (fr) 2008-02-06
EP1884646A3 EP1884646A3 (fr) 2013-08-07

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EP07012743.6A Withdrawn EP1884646A3 (fr) 2006-07-26 2007-06-29 Procédé de commande dýun moteur à combustion interne

Country Status (3)

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US (1) US8214131B2 (fr)
EP (1) EP1884646A3 (fr)
DE (1) DE102006034514B4 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2221465A1 (fr) * 2009-02-23 2010-08-25 Ifp Méthode d'injection de carburant dans un moteur à combustion interne prenant en compte l'évolution des injecteurs au cours du temps
WO2014198388A1 (fr) * 2013-06-12 2014-12-18 Mtu Friedrichshafen Gmbh Détermination d'un début d'injection d'un injecteur d'un moteur à combustion interne
WO2015022057A1 (fr) * 2013-08-14 2015-02-19 Mtu Friedrichshafen Gmbh Procédé permettant de déterminer au moins un paramètre d'injection d'un moteur à combustion interne et moteur à combustion interne
WO2019042787A1 (fr) * 2017-08-29 2019-03-07 Continental Automotive Gmbh Procédé et dispositif pour déterminer la quantité d'injection ou le taux d'injection d'un liquide injecté au moyen d'un injecteur dans un espace de réaction

Families Citing this family (14)

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Publication number Priority date Publication date Assignee Title
DE102007045606B3 (de) * 2007-09-25 2009-02-26 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine mit Common-Railsystem einschließlich Einzelspeichern
US20090326788A1 (en) * 2008-06-25 2009-12-31 Honda Motor Co., Ltd. Fuel injection device
DE102009002793B4 (de) * 2009-05-04 2011-07-07 MTU Friedrichshafen GmbH, 88045 Common-Rail-Kraftstoffeinspritzsystem sowie Brennkraftmaschine, Elektronische Einrichtung und Verfahren zur Steuerung und/oder Regelung einer Brennkraftmaschine
JP5126295B2 (ja) 2010-06-18 2013-01-23 株式会社デンソー 燃料噴射状態検出装置
DE102010042736B4 (de) 2010-10-21 2022-08-25 Robert Bosch Gmbh Verfahren zur Mengenausgleichregelung bei einer Brennkraftmaschine
DE102012203097B3 (de) * 2012-02-29 2013-04-11 Continental Automotive Gmbh Verfahren und Vorrichtung zum Bestimmen eines Fehlers einer Druckmessung in einem Druckbehälter
FR2996600B1 (fr) 2012-10-05 2014-11-21 Continental Automotive France Procede de gestion de la masse de combustible injectee dans un moteur
DE102013211731B4 (de) 2013-06-20 2024-06-13 Rolls-Royce Solutions GmbH Verfahren zur Korrektur der Einspritzdauer von Injektoren einer Brennkraftmaschine und Steuerungseinrichtung
DE102013216255B3 (de) * 2013-08-15 2014-11-27 Mtu Friedrichshafen Gmbh Verfahren zur injektorindividuellen Diagnose einer Kraftstoff-Einspritzeinrichtung und Brennkraftmaschine mit einer Kraftstoff-Einspritzeinrichtung
DE102013218841B4 (de) * 2013-09-19 2015-04-02 Continental Automotive Gmbh Bestimmung der durch einen Kraftstoffinjektor strömenden Kraftstoffmenge basierend auf einer Erwärmung des Kraftstoffes mittels einer elektrischen Heizeinrichtung
JP6381970B2 (ja) * 2014-05-30 2018-08-29 日立オートモティブシステムズ株式会社 燃料噴射装置の駆動装置
EP3165745A1 (fr) 2015-11-04 2017-05-10 GE Jenbacher GmbH & Co. OG Moteur à combustion interne avec pilotage de quantité d'injection
DE102022205734A1 (de) 2022-06-07 2023-12-07 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Ansteuerung eines Injektors, Steuergerät
DE102022212772A1 (de) 2022-11-29 2024-05-29 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Ansteuerung eines Injektors, Steuergerät

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GB2098334A (en) * 1981-05-09 1982-11-17 Bosch Gmbh Robert Determining injected fuel quantities in a diesel engine
EP0742361A2 (fr) * 1995-05-09 1996-11-13 Robert Bosch Gmbh Méthode pour déterminer la quantité de carburant fourni par une pompe à injection vers des buses d'injection dans un moteur diesel
DE19740608A1 (de) * 1997-09-16 1999-03-18 Daimler Benz Ag Verfahren zur Bestimmung einer kraftstoffeinspritzbezogenen Kenngröße für einen Verbrennungsmotor mit Common-Rail-Einspritzanlage
US20030121501A1 (en) * 2002-01-02 2003-07-03 Barnes Travis E. Utilization of a rail pressure predictor model in controlling a common rail fuel injection system
WO2005031138A1 (fr) * 2003-09-24 2005-04-07 Mtu Friedrichshafen Gmbh Procede pour commander et reguler un moteur a combustion interne

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DE19850221C1 (de) * 1998-10-31 2000-05-04 Mtu Friedrichshafen Gmbh Verfahren zum Prüfen einer Drosselstelle, insbesondere einer Drosselstelle eines Injektors
DE10157135B4 (de) * 2001-11-21 2004-03-11 Man B & W Diesel Ag Kraftstoffversorgungsanlage in Form eines Common-Rail-Systems einer Brennkraftmaschine mit mehreren Zylindern
DE10222895A1 (de) * 2002-05-23 2003-12-11 Bosch Gmbh Robert Hochdruckspeicher für Kraftstoffeinspritzsysteme mit integriertem Druckregelventil
DE10302806B4 (de) * 2003-01-24 2004-12-09 Siemens Ag Verfahren zur Berechnung von Druckschwankungen in einem Kraftstoffversorgungssystem einer mit Kraftstoff-Direkteinspritzung arbeitenden Brennkraftmaschine und zur Steuerung derer Einspritzventile
DE102004006896A1 (de) * 2004-02-12 2005-09-15 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102004011599B4 (de) * 2004-03-10 2006-03-02 Mtu Friedrichshafen Gmbh Verfahren zur momentenorientierten Steuerung einer Brennkraftmaschine
DE102005029138B3 (de) * 2005-06-23 2006-12-07 Mtu Friedrichshafen Gmbh Steuer- und Regelverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
WO2007009279A1 (fr) * 2005-07-18 2007-01-25 Ganser-Hydromag Ag Systeme d'injection d'accumulateur pour moteur a combustion interne

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
GB2098334A (en) * 1981-05-09 1982-11-17 Bosch Gmbh Robert Determining injected fuel quantities in a diesel engine
EP0742361A2 (fr) * 1995-05-09 1996-11-13 Robert Bosch Gmbh Méthode pour déterminer la quantité de carburant fourni par une pompe à injection vers des buses d'injection dans un moteur diesel
DE19740608A1 (de) * 1997-09-16 1999-03-18 Daimler Benz Ag Verfahren zur Bestimmung einer kraftstoffeinspritzbezogenen Kenngröße für einen Verbrennungsmotor mit Common-Rail-Einspritzanlage
US20030121501A1 (en) * 2002-01-02 2003-07-03 Barnes Travis E. Utilization of a rail pressure predictor model in controlling a common rail fuel injection system
WO2005031138A1 (fr) * 2003-09-24 2005-04-07 Mtu Friedrichshafen Gmbh Procede pour commander et reguler un moteur a combustion interne

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2221465A1 (fr) * 2009-02-23 2010-08-25 Ifp Méthode d'injection de carburant dans un moteur à combustion interne prenant en compte l'évolution des injecteurs au cours du temps
FR2942506A1 (fr) * 2009-02-23 2010-08-27 Inst Francais Du Petrole Methode d'injection de carburant dans un moteur a combustion interne prenant en compte l'evolution des injecteurs au cours du temps
WO2014198388A1 (fr) * 2013-06-12 2014-12-18 Mtu Friedrichshafen Gmbh Détermination d'un début d'injection d'un injecteur d'un moteur à combustion interne
CN105308298A (zh) * 2013-06-12 2016-02-03 Mtu腓特烈港有限责任公司 内燃机的喷射器的喷射始点的确定
CN105308298B (zh) * 2013-06-12 2018-04-06 Mtu 腓特烈港有限责任公司 内燃机的喷射器的喷射始点的确定
WO2015022057A1 (fr) * 2013-08-14 2015-02-19 Mtu Friedrichshafen Gmbh Procédé permettant de déterminer au moins un paramètre d'injection d'un moteur à combustion interne et moteur à combustion interne
CN105612334A (zh) * 2013-08-14 2016-05-25 Mtu腓特烈港有限责任公司 用于确定内燃机的至少一个喷射参数的方法以及内燃机
US10107223B2 (en) 2013-08-14 2018-10-23 Mtu Friedrichshafen Gmbh Method for determining at least one injection parameter of an internal combustion engine, and internal combustion engine
WO2019042787A1 (fr) * 2017-08-29 2019-03-07 Continental Automotive Gmbh Procédé et dispositif pour déterminer la quantité d'injection ou le taux d'injection d'un liquide injecté au moyen d'un injecteur dans un espace de réaction
US11203960B2 (en) 2017-08-29 2021-12-21 Vitesco Technologies GmbH Method and device for determining the injection quantity or the injection rate of a fluid injected into a reaction space by means of an injector

Also Published As

Publication number Publication date
DE102006034514B4 (de) 2014-01-16
DE102006034514A1 (de) 2008-01-31
EP1884646A3 (fr) 2013-08-07
US8214131B2 (en) 2012-07-03
US20080027624A1 (en) 2008-01-31

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