EP2006521B1 - Procédé de réglage de la pression du rail lors d'un processus de démarrage - Google Patents

Procédé de réglage de la pression du rail lors d'un processus de démarrage Download PDF

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Publication number
EP2006521B1
EP2006521B1 EP08010497A EP08010497A EP2006521B1 EP 2006521 B1 EP2006521 B1 EP 2006521B1 EP 08010497 A EP08010497 A EP 08010497A EP 08010497 A EP08010497 A EP 08010497A EP 2006521 B1 EP2006521 B1 EP 2006521B1
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EP
European Patent Office
Prior art keywords
adaptation
der
pcr
rail pressure
changed
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Expired - Fee Related
Application number
EP08010497A
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German (de)
English (en)
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EP2006521A1 (fr
Inventor
Armin DÖLKER
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Rolls Royce Solutions GmbH
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MTU Friedrichshafen GmbH
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    • 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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02D41/1402—Adaptive control

Definitions

  • the invention relates to a method for regulating the rail pressure in an internal combustion engine with a common rail system during the starting process according to the preamble of claim 1.
  • a corresponding control circuit is from the DE 103 30 466 B3 in which the actual rail pressure is calculated from the measured raw values of the rail pressure and compared with the desired rail pressure, the reference variable. From the resulting control deviation calculated by a pressure regulator as a manipulated variable a volume flow, which is then limited and converted into a PWM signal. With the PWM signal, the solenoid of a suction throttle is then applied. About the suction throttle, the flow is influenced by a low pressure to a high pressure pump, the latter promotes the fuel in the rail under pressure increase.
  • the invention is based on the object, with little additional effort to make sure the starting process.
  • the adaptation-triggering event is a detected negative control deviation with subsequent positive control deviation of the rail pressure, that is, the is-rail pressure initially swings beyond the desired rail pressure and then subverts the again Set rail pressure.
  • the adaptation is activated, via which the manipulated variable is temporarily changed in the sense of a larger flow rate. This is done by either changing the manipulated variable indirectly via the change in the controller components or directly the desired electrical current or the PWM signal.
  • the controller components are changed via a proportional coefficient to determine a P component and / or a reset time to determine an I component of the pressure regulator. For the calculation, adaptation characteristics for the proportional coefficient, the integral time, the nominal current and the PWM signal are provided. To increase the reliability, the adaptation is deactivated and locked until the restart of the internal combustion engine when the control deviation is less than a limit.
  • the adaptation compensates for the temperature dependence of the suction throttle resistance without additional sensors.
  • the high pressure control is thus more robust against temperature fluctuations. In practice, a shutdown of the internal combustion engine at engine start no longer occurs.
  • the FIG. 1 shows a system diagram of an internal combustion engine 1 with common rail system.
  • the common rail system has the following components: a low-pressure pump 3 for conveying fuel from a fuel tank 2, a variable intake throttle 4 for influencing the fuel volume flow flowing through, a high-pressure pump 5 for conveying the fuel with pressure increase, a rail 6, (optional) individual storage 7 for storing the fuel and injectors 8 for injecting the fuel into the combustion chambers of the internal combustion engine. 1
  • the operation of the internal combustion engine 1 is determined by an electronic control unit (ADEC) 10.
  • the electronic control unit 10 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 10 from the input variables, the output variables.
  • the following input variables are exemplarily shown: the rail pressure pCR, which is measured by means of a rail pressure sensor 9, an engine speed nMOT, a signal START for activating the internal combustion engine 1 by the operator and an input quantity EIN.
  • the input variable ON summarizes the charge air pressure of the turbocharger and the temperatures of the coolant / lubricant and of the fuel.
  • output variables of the electronic control unit 10 is a signal PWM for controlling the suction throttle 4, a signal ve for controlling the injectors 8 and an output variable OFF.
  • the output variable OFF is representative of the further control signals for controlling and regulating the internal combustion engine 1, for example for a control signal for activating a second exhaust gas turbocharger in a register charging.
  • FIG. 2 a pressure control loop is shown.
  • the input variables are a nominal rail pressure pCR (SL) as a reference variable, the engine speed nMOT and input variables E1 to E3.
  • the output quantity corresponds to the raw value of the rail pressure pCR, which represents the controlled variable.
  • an actual rail pressure pCR (IST) is determined by means of a filter 17. This is compared with the set point pCR (SL) at a summation point, resulting in a control deviation ep.
  • a manipulated variable is calculated by means of a pressure regulator 11.
  • the pressure regulator 11 is designed as a PIDT1 controller.
  • the manipulated variable corresponds to a volume flow VR.
  • the physical unit of the volume flow is liters / minute.
  • the calculated nominal consumption is added to the volume flow VR.
  • the volume flow VR corresponds to the input variable for a limit 12.
  • the limit 12 can be speed-dependent, input variable nMOT.
  • the output of the boundary 12 corresponds to a desired volume flow VSL, which via a pump curve 13 a electrical target current iSL is assigned.
  • the target current iSL is multiplied by the input E1.
  • the input value E1 stands for the ohmic resistance of the suction throttle coil and the cable.
  • This calculated voltage value is converted via a function block calculation PWM signal 14 into a PWM signal PWM. During conversion, fluctuations in the operating voltage are taken into account as input quantity E2.
  • the controlled system 15 is acted upon.
  • This consists of the suction throttle with high-pressure pump, reference numeral 16, and the rail 6 with the (optional) individual memories.
  • the path of the magnetic core of the intake throttle is changed via the PWM signal, whereby the delivery flow of the high-pressure pump is influenced freely.
  • the Saudrossel is controlled in negative logic, that is, this is completely open when de-energized.
  • the input quantity E3 is representative of the engine speed nMOT and the form provided by the low-pressure pump 3. From the rail 6 and the individual memories 7, a consumption volume flow V3 is discharged via the injectors 8. This closes the control loop.
  • the invention now provides that the control loop is supplemented by a function block 18 for calculating the indirect adaptation or a calculation 21 for determining the current adaptation value di or a calculation 22 for determining a PWM adaptation value dPWM.
  • a function block 18 for calculating the indirect adaptation or a calculation 21 for determining the current adaptation value di or a calculation 22 for determining a PWM adaptation value dPWM.
  • the controller shares and thus the manipulated variable are changed indirectly.
  • the manipulated variable is changed directly via the calculation 21 or calculation 22.
  • a calculation 19 for determining a proportional adaptation value dkp and a calculation 20 for determining an adjustment time adaptation value dTn are combined in the function block 18.
  • the two calculations 19 and 20 may alternatively or together be arranged in the function block 18.
  • the proportional adaptation value dkp is determined via the calculation 19 as a function of the control deviation ep and an input quantity E4 via a characteristic curve ADAP1, which is shown in FIG. 3 is shown.
  • the input quantity E4 includes the engine speed nMOT, two limit values of the system deviation and one sampling time.
  • the proportional adaptation value dkp is added with a constant value K1. The result corresponds to the proportional coefficient kp.
  • the P component of the pressure regulator 11 is then calculated from the proportional coefficient kp and the control deviation ep.
  • the input quantity E5 includes the engine speed nMOT, two limit values of the control deviation and the sampling time.
  • the reset time adaptation value dTn is added with a constant value K2. The result corresponds to the reset time Tn.
  • the current adaptation value di is determined as a function of the control deviation ep and an input variable E6 via the characteristic curve ADAP2 FIG. 4 , calculated.
  • the input quantity E6 includes the engine speed nMOT, two limit values of the control deviation and the sampling time.
  • the desired current iSL calculated via the pump characteristic 13 and the current adaptation value di are added.
  • the sum at the point A is multiplied by the input quantity E1, that is to say the ohmic resistance.
  • the PWM adaptation value dPWM as a function of the control deviation ep and an input variable E7 via the characteristic curve ADAP2, see FIG FIG. 4 , calculated.
  • the input quantity E7 includes the engine speed nMOT, two limit values of the control deviation and the sampling time.
  • the PWM value determined via the PWM calculation 14 and the PWM adaptation value dPWM are added.
  • the functionality of FIG. 2 is that after an adaptation-triggering event has been detected, the manipulated variable for acting on the intake throttle is changed either directly or indirectly in the sense of a larger allowable delivery.
  • the indirect change takes place via the proportional coefficient kp and / or the readjustment time Tn.
  • the immediate change takes place via the current adaptation value di or the PWM adaptation value dPWM.
  • the adaptation-triggering event occurs when, after the engine has started, the actual rail pressure pCR (IST) oscillates beyond the desired rail pressure pCR (SL) and then undershoots the latter.
  • the FIG. 3 shows the characteristic ADAP1, via which a control deviation ep is assigned a proportional adaptation value dkp.
  • the characteristic curve ADAP1 is composed of a first straight line section identical to the abscissa, a second straight leg section with a positive gradient and a third straight line section parallel to the abscissa.
  • the control deviation ep is assigned a proportional adaptation value dkp of zero via the first straight line section.
  • an increasing control deviation ep an increasing proportional adaptation value dkp, for example the control deviation ep1 via the point A, the positive value dkp1.
  • other mathematical functions parabola, hyperbola
  • the control deviation ep is always assigned the same maximum value MAX.
  • the FIG. 4 shows the characteristic ADAP2, via which a control deviation ep the reset time adaptation value dTn or the current adaptation value di or the PWM adaptation value dPWM is assigned.
  • the characteristic ADAP2 consists of a first straight line section identical to the abscissa, a second straight leg section with a negative slope and an abscissa-parallel third straight line section.
  • a control deviation ep1 is assigned the value MIN via the third straight line section, point B.
  • the characteristic ADAP2 for the different adaptation values (dTn, di, dPWM) can be implemented differently with respect to the limit values as well as the slope.
  • another mathematical function for example parabola or hyperbola, can also be provided.
  • FIG. 5 a start and a stop process are shown.
  • the FIG. 5 consists of the subfigures 5A to 5H. These show in each case over time: the engine speed nMOT ( FIG. 5A ), the rail pressure pCR ( FIG. 5B ), a status signal motor ON ( FIG. 5C ), a status signal of a first flag Mneg ( FIG. 5D ), a status signal of a second flag Mpos ( FIG. 5E ), a signal adaptation ( FIG. 5F ), the course of the proportional coefficient kp ( FIG. 5G ) and the course of the reset time Tn ( FIG. 5H ).
  • FIGS. 5A and 5B two case studies are shown.
  • the dashed line indicates a course according to the prior art.
  • the solid line indicates a course according to the invention.
  • a constant target rail pressure pCR (SL) of 600 bar is assumed, which is shown as a dot-dash line in FIG FIG. 5B is drawn.
  • FIG. 6 a program flow chart is shown. After the program start, the two markers, the adaptation and the motor AN are initialized with the value zero. At S1 it is checked whether the signal engine AN is equal to one, that is, whether the internal combustion engine is running. If this is not the case, the program path is traversed with the steps S13 and S14, otherwise the program part is traversed with the steps S2 to S11.
  • result S1 If the test at S1 indicates that the signal motor ON is not set, result S1: no, it is checked at S13 whether the engine speed nMOT is greater than / equal to a limit value GW, for example 80 rpm. If this is not the case, result S13: no, then this program part is finished. If, on the other hand, it is determined that the engine speed nMOT is greater than or equal to the limit value GW, result S13: yes, the signal motor ON is set at S14 and this program part is left. If the check at S1 indicates that the signal motor ON is set, result S1: yes, then S2 checks whether the adaptation is activated.
  • a limit value GW for example 80 rpm
  • result S2 no
  • a subroutine Check Adaptation is branched, which in the FIG. 7 is shown and explained in connection with this. If the check in S2 indicates that the adaptation has already been activated, result S2: yes, then the manipulated variable is indirectly changed in S3 via the proportional coefficient kp and / or the reset time Tn or directly via the nominal electrical current or the PWM signal.
  • the control deviation ep is smaller than a limit value ep3, for example -10 bar. If this is not the case, result S4: no, the program will continue at point A.
  • the adaptation is deactivated at S5 and then checked at S6 whether the engine speed nMOT is less than a limit value GW, for example 80 rpm. If this is not the case, result S6: no, a time step t is set to zero at S15 and the program is ended. If the check at S6 reveals that the engine speed nMOT is less than the limit value GW, result S6: yes, the time step t is incremented by a time dt at S7. Thereafter, their current status is checked at S8. If the time step t is smaller than a limit value GW, the program is ended.
  • a limit value GW for example 80 rpm
  • result S8 yes, the two flags Mpos, Mneg and the signal motor ON are set to zero at S9, S10 and S11. This completes the program run.
  • FIG. 7 a subroutine is shown, which checks whether the adaptation is activated.
  • the first flag Mneg is set. If this is not the case, result S1: no, then at S7 the control deviation ep is compared with a limit value ep1, for example -10 bar, and either this program part is left, result S7: no, or at S8 the first flag Mneg is set to one set and then to the main program of FIG. 6 , Point A returned. If the check at S1 indicates that the first flag Mneg is set, result S1: yes, the status of the second flag Mpos is checked at S2.

Claims (8)

  1. Procédé de régulation de la pression de la rampe de distribution (pCR) d'un moteur à combustion interne (1) équipé d'un système d'une rampe de distribution commune pendant le processus de démarrage, selon lequel un écart de régulation (ep) est calculé à partir d'une pression de rampe de distribution de consigne (pCR(SL)) ainsi que d'une pression de rampe de distribution réelle (pCR(IST)), selon lequel une grandeur de commande destinée à être appliquée à une bobine d'aspiration (4) est calculée à partir de l'écart de régulation (ep) par le biais d'un régulateur de pression (11) et selon lequel la quantité de carburant transportée est déterminée par le biais de la bobine d'aspiration (4), caractérisé en ce qu'après le démarrage du moteur, en cas de détection d'un écart de régulation négatif suivi d'un écart de régulation positif de la pression de la rampe de distribution (pCR), une adaptation est activée par le biais de laquelle la grandeur de commande est temporairement modifiée dans le sens d'une quantité transportée plus grande.
  2. Procédé selon la revendication 1, caractérisé en ce que la grandeur de commande est modifiée indirectement en modifiant les parts de régulation (PI) ou directement.
  3. Procédé selon la revendication 2, caractérisé en ce que lorsque l'adaptation est activée, la part P du régulateur de pression (11) est modifiée par le biais d'un facteur de correction proportionnel (kp) et/ou la part I du régulateur de pression (11) est modifiée par le biais d'un temps de compensation (Tn).
  4. Procédé selon la revendication 3, caractérisé en ce que le facteur de correction proportionnel (kp) est calculé en fonction d'une valeur d'adaptation proportionnelle (dkP) et du temps de compensation (Tn) en fonction d'une valeur d'adaptation du temps de compensation (dTn).
  5. Procédé selon la revendication 2, caractérisé en ce que la grandeur de commande est modifiée directement en modifiant un courant électrique de consigne (iSL) ou un signal PWM (PWM).
  6. Procédé selon la revendication 5, caractérisé en ce que le courant électrique de consigne (iSL) est modifié par le biais d'une valeur d'adaptation du courant (di) et le signal PWM est modifié par le biais d'une valeur d'adaptation PWM (dPWM).
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que la valeur d'adaptation proportionnelle (dkP), la valeur d'adaptation du temps de compensation (dTn), la valeur d'adaptation du courant (di) et la valeur d'adaptation PWM (dPWM) sont calculées par le biais d'une courbe caractéristique d'adaptation (ADAP1, ADAP2) en fonction de l'écart de régulation (ep).
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'adaptation est désactivée et verrouillée jusqu'au redémarrage du moteur à combustion interne lorsque l'écart de régulation (ep) est négatif.
EP08010497A 2007-06-18 2008-06-10 Procédé de réglage de la pression du rail lors d'un processus de démarrage Expired - Fee Related EP2006521B1 (fr)

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DE102007027943A DE102007027943B3 (de) 2007-06-18 2007-06-18 Verfahren zur Regelung des Raildrucks während eines Startvorgangs

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EP2006521B1 true EP2006521B1 (fr) 2010-12-29

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FR2975436B1 (fr) * 2011-05-20 2015-08-07 Continental Automotive France Systeme d'injection directe de carburant adaptatif
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DE102011080990B3 (de) * 2011-08-16 2013-01-24 Mtu Friedrichshafen Gmbh Common-Rail-System, Brennkraftmaschine sowie Einrichtung und Verfahren zur Steuerung und/oder Regelung einer Brennkraftmaschine
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EP2006521A1 (fr) 2008-12-24
CN101328842A (zh) 2008-12-24
DE102007027943B3 (de) 2008-10-16
US7606656B2 (en) 2009-10-20
CN101328842B (zh) 2011-11-09
US20080312807A1 (en) 2008-12-18

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