EP2054606B1 - Method for the determination of a rail pressure nominal value - Google Patents

Method for the determination of a rail pressure nominal value Download PDF

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Publication number
EP2054606B1
EP2054606B1 EP07787563A EP07787563A EP2054606B1 EP 2054606 B1 EP2054606 B1 EP 2054606B1 EP 07787563 A EP07787563 A EP 07787563A EP 07787563 A EP07787563 A EP 07787563A EP 2054606 B1 EP2054606 B1 EP 2054606B1
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EP
European Patent Office
Prior art keywords
rail
pressure
internal combustion
combustion engine
value
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.)
Expired - Fee Related
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EP07787563A
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German (de)
French (fr)
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EP2054606A1 (en
Inventor
Jean-Daniel Mettetal
Stefan Koidl
Pierre Mathis
Enrique Naupari
Anthony Dieryckxvisschers
Martin Schwab
Roland Hafner
Antoine Combelle
Guido Baumann
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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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • 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 present invention relates to a method for determining a rail pressure setpoint for a high pressure rail of an internal combustion engine, wherein the rail pressure setpoint is varied with a maximum gradient for changing the rail pressure setpoint maximum and the maximum gradient is taken as a function of operating parameters of the internal combustion engine a map ,
  • a failure rate of the pump and its housing is calculated from a load spectrum measurement in the vehicle on a known referenced driving route.
  • the target is usually a failure rate taking into account the dynamic component stresses of ⁇ 1 ppm to 300,000 km.
  • An object of the present invention is to increase its life, dispensing with design changes to injection pumps.
  • This problem is solved by a method for determining a rail pressure setpoint for a high-pressure rail of an internal combustion engine, wherein the rail pressure setpoint is varied with a maximum gradient for changing the rail pressure setpoint maximum and the maximum gradient as a function of operating parameters of the internal combustion engine taken from a map is, wherein the operating parameters include an engaged gear of a gear change transmission and / or a Raildruckistwert.
  • the rail pressure setpoint is the pressure that is regulated in the rail (storage tank) as setpoint input.
  • the internal combustion engine may be both a diesel engine and a gasoline engine.
  • the operating parameters of the internal combustion engine are measured or modeled physical quantities, e.g. Target speed, actual speed, target injection quantity, actual injection quantity, actual rail pressure, engine system quantity or various temperature or pressure variables of an internal combustion engine.
  • a map associates input values with output values and may be in the form of a one- or multi-dimensional table, e.g. stored in a memory of a control unit.
  • the value of the maximum gradient is limited to a minimum value downwards and / or to a maximum value upwards.
  • the maximum value of the gradient is therefore limited in both directions, thereby excluding too high gradients and too low gradients, in particular gradients ⁇ 0.
  • a device in particular control unit of an internal combustion engine, with means for determining a rail pressure setpoint for a high-pressure rail of an internal combustion engine, wherein the rail pressure setpoint is changed with a maximum gradient maximum to change the rail pressure setpoint and the maximum gradient as a function of operating parameters of the internal combustion engine is taken from a characteristic map, wherein the operating parameters include an engaged gear of a gear change transmission and / or a rail pressure actual value. wherein the operating parameters include an engaged gear of a gear change transmission and / or a Rail horristwert.
  • Fig. 1 are the components required for understanding the invention of a fuel supply system of an internal combustion engine with high-pressure injection shown.
  • the illustrated system is commonly referred to as a common rail system.
  • a fuel tank is called.
  • the high pressure pump 125 may include at least one element shutoff valve.
  • the high-pressure pump 125 is connected to a rail 130 in connection.
  • the rail 130 is also referred to as a memory and is connected via fuel lines with various injectors 131 in contact.
  • the sensor 140 the time-dependent actual value of the pressure P_Rail_Ist (t) in the rail or in the entire high-pressure range is detected.
  • the time dependence is denoted by the appended variable (t).
  • t Via a pressure control valve 135, the rail 130 with the fuel tank 100 can be connected.
  • the pressure regulating valve 135 is controllable by means of a coil 136.
  • a controller 160 acts on the element shutoff valve 126 with a drive signal AP, the injectors 131 with a drive signal A and the pressure control valve 136 with a signal AV.
  • the controller 160 processes various signals from various sensors 165 that characterize the operating state of the internal combustion engine and / or the motor vehicle that drives the internal combustion engine. Such an operating state is, for example, the actual rotational speed n_act of the internal combustion engine.
  • This device operates as follows: The fuel, which is located in the reservoir is conveyed from the feed pump 110 to the high-pressure pump 125.
  • the high pressure pump 125 delivers the fuel from the low pressure area to the high pressure area.
  • the high-pressure pump 125 builds up a very high pressure in the rail 130.
  • pressure values of about 30 to 100 bar and in self-igniting internal combustion engines pressure values of about 1000 to 2000 bar achieved.
  • the injectors 131 the fuel can be metered under high pressure to the individual cylinder of the internal combustion engine.
  • the rail pressure actual value P_Rail_Ist (t) in the rail or in the entire high-pressure range is detected and compared in the controller 160 with a rail pressure setpoint P_Rail_Soll (t). Depending on this comparison, the pressure regulating valve 135 is controlled. With low fuel consumption, the delivery of the high-pressure pump 125 can be gradually reduced by appropriate control of the element shut-off valve.
  • the rail pressure setpoint P_Rail_Soll (t) is taken from a map that can enter into the most diverse parameters of the operating state of the internal combustion engine. In a dynamic operation of the internal combustion engine, so if parameters such as the torque request or speed are changed, the rail pressure setpoint is now not changed abruptly, but with a time delay. This is as a schematic in Fig. 2 shown. Operating parameters of the internal combustion engine such as the rotational speed n, the requested engine torque M and the like are included in a map KP, so that the KP map a setpoint for the rail pressure P_Rail_Soll '(t) can be removed.
  • the setpoint P_Rail_Soll (t-1) from the previous calculation step is deducted from the just read P_Rail_Soll '(t) from the map Kp and with compared to the gradient Rail_P_SetPointInc. The minimum of both values is then added to the setpoint P_Rail_Soll (t-1) from the previous calculation step and in this way forms the current setpoint P_Rail_Soll (t).
  • FIG. 3 is a block diagram for determining the value of the maximum gradient Rail_P_SetPointInc for changing the rail pressure setpoint P_Rail_Soll (t).
  • Prior art methods provide a rail pressure setpoint map that meets the requirements for stationary engine operating points.
  • the points of the rail pressure setpoint characteristic map are connected to one another by means of a rail pressure gradient characteristic map for the pressure increase (eg in bar / s) Rail_dpSetpointInc_Map, for reasons of control and noise engineering.
  • This pressure gradient gradient map takes place as a function of the engine system quantity InjCtl_qSetUnBal and the engine speed Eng_nAvrg.
  • the present exemplary embodiment of the invention now provides for a gear-dependent Gearbx_stGear, actual-speed-dependent n_act and rail-pressure actual value-dependent RailCD_pPeak reduction of the rail pressure rise gradient map Rail_dpSetPointInc_Map to be carried out in a map Rail_dpSetPointIncOfs_Map with the aim of achieving the target values ever slower at higher prevailing rail pressures.
  • the Railbuchistwerttrioskeit allows a direct intervention on the size to be influenced (without detour over the system amount). Due to the gear-dependent selective use option and the Rail réelleistwertjantechnik is taken only example in low gears and influenced the non-relevant pressure ranges.

Abstract

Method for the determination of a rail pressure nominal value (P_Rail_Nominal) for a high-pressure rail of an internal combustion engine, wherein the rail pressure nominal value is changed at a maximum using a maximum gradient (Rail_P_SetPointInc) for the modification of the rail pressure nominal value (P_Rail_Nominal), and the maximum gradient (Rail_P_SetPointInc) is taken from an operating point (Rail_dpSetPointIncOfs_Map) as a function of the operating parameters of the internal combustion engine. The operating parameters comprise a shifted gear (Gearbx_stGear) of a gear changing mechanism.

Description

Stand der TechnikState of the art

Die vorliegende Erfindung betrifft ein Verfahren zur Bestimmung eines Raildruck-Sollwertes für einen Hochdruck-Rail einer Brennkraftmaschine, wobei der Raildruck-Sollwert maximal mit einem Maximalgradienten zur Veränderung des Raildruck-Sollwertes verändert wird und der Maximalgradient in Abhängigkeit von Betriebsparametern der Brennkraftmaschine einem Kennfeld entnommen wird.The present invention relates to a method for determining a rail pressure setpoint for a high pressure rail of an internal combustion engine, wherein the rail pressure setpoint is varied with a maximum gradient for changing the rail pressure setpoint maximum and the maximum gradient is taken as a function of operating parameters of the internal combustion engine a map ,

Aus der EP 0 930 426 A2 ist ein Verfahren zur Vorgabe eines Einspritzdruck-Sollwerts bekannt. Dort ist vorgesehen, dass der Sollwert für eine Raildruckregelung mittels wenigstens eines PT1-Gliedes gefiltert wird, um bei einem Wechsel des Motorbetriebszustandes Sprünge beim Einspritzdrucksollwert zu vermeiden. Hierzu wird ein Wert, der das Übertragungsverhalten des Filters festlegt, abhängig von der Gangstellung vorgegeben.From the EP 0 930 426 A2 For example, a method for specifying an injection pressure setpoint is known. There it is provided that the desired value for a rail pressure control is filtered by means of at least one PT1 element in order to avoid jumps in the injection pressure setpoint when the engine operating state changes. For this purpose, a value which determines the transmission behavior of the filter is specified depending on the gear position.

Zur Absicherung der Haltbarkeit einer Einspritzpumpe, insbesondere einer Hochdruckeinspritzpumpe für Dieselmotoren, wird aus einer Lastkollektivmessung im Fahrzeug auf einer bekannten referenzierten Fahrstrecke eine Ausfallrate von Pumpe und deren Gehäuse berechnet. Ziel ist dabei derzeit üblicherweise eine Ausfallrate unter Berücksichtigung der dynamischen Bauteilbeanspruchungen von < 1 ppm auf 300.000 km.To ensure the durability of an injection pump, in particular a high-pressure injection pump for diesel engines, a failure rate of the pump and its housing is calculated from a load spectrum measurement in the vehicle on a known referenced driving route. Currently, the target is usually a failure rate taking into account the dynamic component stresses of <1 ppm to 300,000 km.

Im Motorenbau zeichnet sich eine Tendenz ab, Hochdruckpumpen für ein begrenztes Zeitintervall bei höheren Drücken als derzeit üblich zu betreiben. Dadurch wird das Problem, die geforderte Ausfallrate einzuhalten ohne auf kostspielige Konstruktionsmittel wie die Auswahl teuerer Werkstoffe oder dergleichen zurückzugreifen, schwieriger zu erfüllen. Derzeit werden zum Erreichen einer höheren Lebensdauer von Pumpen bei höheren Betriebsdrücken insbesondere konstruktive Maßnahmen wie Gehäuseversteifungen, aufwändige Gehäusebearbeitungen und eine geeignete Materialauswahl angewandt. Zusätzlich können hier Maßnahmen während der Motorparameterapplikation angewandt werden, beispielsweise die Auslegung eines Raildruckkennfelds, die Hochdruckregelung usw. Sehr viele Maßnahmen in Bezug auf die Applikation haben Auswirkungen auf die Motoreigenschaften, insbesondere dessen Emissionen und dessen Leistungsverhalten.In engine construction, there is a trend to operate high pressure pumps for a limited time interval at higher pressures than currently practiced. This makes the problem of meeting the required failure rate without resorting to costly design means such as the selection of expensive materials or the like, more difficult to meet. Currently, to achieve a longer life of pumps at higher operating pressures in particular constructive measures such as housing stiffeners, elaborate housing operations and a suitable material selection are applied. In addition, measures can be applied during the engine parameter application, for example the design of a rail pressure map, the high-pressure control, etc. Very many measures relating to the application have an effect on the engine characteristics, in particular its emissions and its performance.

Offenbarung der ErfindungDisclosure of the invention

Eine Aufgabe der vorliegenden Erfindung ist es, unter Verzicht auf konstruktive Änderungen an Einspritzpumpen deren Lebensdauer zu erhöhen.An object of the present invention is to increase its life, dispensing with design changes to injection pumps.

Dieses Problem wird gelöst durch ein Verfahren zur Bestimmung eines Raildruck-Sollwertes für einen Hochdruck-Rail einer Brennkraftmaschine, wobei der Raildruck-Sollwert maximal mit einem Maximalgradienten zur Veränderung des Raildruck-Sollwertes verändert wird und der Maximalgradient in Abhängigkeit von Betriebsparametern der Brennkraftmaschine einem Kennfeld entnommen wird, wobei die Betriebsparameter einen eingelegten Gang eines Gangwechselgetriebes und/oder einen Raildruckistwert umfassen.This problem is solved by a method for determining a rail pressure setpoint for a high-pressure rail of an internal combustion engine, wherein the rail pressure setpoint is varied with a maximum gradient for changing the rail pressure setpoint maximum and the maximum gradient as a function of operating parameters of the internal combustion engine taken from a map is, wherein the operating parameters include an engaged gear of a gear change transmission and / or a Raildruckistwert.

Der Raildruck-Sollwert ist der Druck, der in dem Rail (Speicher) als Sollwertvorgabe geregelt wird. Bei der Brennkraftmaschine kann es sich sowohl um einen Dieselmotor als auch einen Ottomotor handeln. Die Betriebsparameter der Brennkraftmaschine sind gemessene oder modellierte physikalische Größe, wie z.B. Soll-Drehzahl, Ist-Drehzahl, Soll-Einspritzmenge, Ist-Einspritzmenge, Ist-Raildruck, Motorsystemmenge oder diverse Temperatur- bzw. Druckgrößen einer Brennkraftmaschine. Ein Kennfeld verknüpft Eingabewerte mit Ausgabewerten und kann in Form einer ein- oder mehrdimensionalen Tabelle, z.B. in einem Speicher eines Steuergerätes, abgelegt sein.The rail pressure setpoint is the pressure that is regulated in the rail (storage tank) as setpoint input. The internal combustion engine may be both a diesel engine and a gasoline engine. The operating parameters of the internal combustion engine are measured or modeled physical quantities, e.g. Target speed, actual speed, target injection quantity, actual injection quantity, actual rail pressure, engine system quantity or various temperature or pressure variables of an internal combustion engine. A map associates input values with output values and may be in the form of a one- or multi-dimensional table, e.g. stored in a memory of a control unit.

Vorzugsweise ist vorgesehen, dass der Wert des Maximalgradienten auf einen Minimalwert nach unten und/oder auf einen Maximalwert nach oben begrenzt ist. Der Maximalwert des Gradienten wird also in beide Richtungen begrenzt, dadurch werden zu hohe Gradienten und zu niedrige Gradienten, insbesondere Gradienten < 0, ausgeschlossen.It is preferably provided that the value of the maximum gradient is limited to a minimum value downwards and / or to a maximum value upwards. The maximum value of the gradient is therefore limited in both directions, thereby excluding too high gradients and too low gradients, in particular gradients <0.

Das eingangs genannte Problem wird auch gelöst durch eine Vorrichtung, insbesondere Steuergerät einer Brennkraftmaschine, mit Mitteln zur Bestimmung eines Raildruck-Sollwert für einen Hochdruck-Rail einer Brennkraftmaschine, wobei der Raildruck-Sollwert maximal mit einem Maximalgradienten zur Veränderung des Raildruck-Sollwertes verändert wird und der Maximalgradient in Abhängigkeit von Betriebsparametern der Brennkraftmaschine einem Kennfeld entnommen wird, wobei die Betriebsparameter einen eingelegten Gang eines Gangwechselgetriebes und/oder einen Raildruckistwert umfassen. wobei die Betriebsparameter einen eingelegten Gang eines Gangwechselgetriebes und/oder einen Raildruckistwert umfassen.The above-mentioned problem is also solved by a device, in particular control unit of an internal combustion engine, with means for determining a rail pressure setpoint for a high-pressure rail of an internal combustion engine, wherein the rail pressure setpoint is changed with a maximum gradient maximum to change the rail pressure setpoint and the maximum gradient as a function of operating parameters of the internal combustion engine is taken from a characteristic map, wherein the operating parameters include an engaged gear of a gear change transmission and / or a rail pressure actual value. wherein the operating parameters include an engaged gear of a gear change transmission and / or a Raildruckistwert.

Das eingangs genannte Problem wird auch gelöst durch ein Computerprogramm mit Programmcode zur Durchführung aller Schritte nach einem erfindungsgemäßen Verfahren, wenn das Programm in einem Computer ausgeführt wird.The problem mentioned at the outset is also solved by a computer program with program code for carrying out all steps according to a method according to the invention, when the program is executed in a computer.

Kurze Beschreibung der ZeichnungenBrief description of the drawings

Nachfolgend wird ein Ausführungsbeispiel der vorliegenden Erfindung anhand der beiliegenden Zeichnungen näher erläutert. Dabei zeigen:

Fig. 1
ein Blockdiagramm eines Kraftstoffzumess-Systems;
Fig. 2
eine Prinzipskizze der Sollwert-Bestimmung des Raildrucks;
Fig. 3
eine Prinzipskizze zur Bestimmung des Gradienten des Raildrucks.
Hereinafter, an embodiment of the present invention will be explained in more detail with reference to the accompanying drawings. Showing:
Fig. 1
a block diagram of a fuel metering system;
Fig. 2
a schematic diagram of the setpoint determination of the rail pressure;
Fig. 3
a schematic diagram for determining the gradient of the rail pressure.

Ausführungsform(en) der ErfindungEmbodiment (s) of the invention

In Fig. 1 sind die für das Verständnis der Erfindung erforderlichen Bauteile eines Kraftstoffversorgungssystems einer Brennkraftmaschine mit Hochdruckeinspritzung dargestellt. Das dargestellte System wird üblicherweise als Common-Rail-System bezeichnet. Mit 100 ist ein Kraftstoffvorratsbehälter bezeichnet. Dieser steht über eine Vorförderpumpe 110 mit einer Hochdruckpumpe 125 in Verbindung. Die Hochdruckpumpe 125 kann wenigstens ein Elementabschaltventil umfassen. Die Hochdruckpumpe 125 steht mit einem Rail 130 in Verbindung. Das Rail 130 wird auch als Speicher bezeichnet und steht über Kraftstoffleitungen mit verschiedenen Injektoren 131 in Kontakt. Mittels des Sensors 140 wird der zeitabhängige Istwert des Druckes P_Rail_Ist (t) im Rail bzw. im gesamten Hochdruckbereich erfasst. Die Zeitabhängigkeit wird dabei durch die angehängte Variable (t) bezeichnet. Über ein Druckregelventil 135 ist das Rail 130 mit dem Kraftstoffvorratsbehälter 100 verbindbar. Das Druckregelventil 135 ist mittels einer Spule 136 steuerbar. Eine Steuerung 160 beaufschlagt das Elementabschaltventil 126 mit einem Ansteuersignal AP, die Injektoren 131 mit einem Ansteuersignal A und das Druckregelventil 136 mit einem Signal AV. Die Steuerung 160 verarbeitet verschiedene Signale verschiedener Sensoren 165, die den Betriebszustand der Brennkraftmaschine und/oder des Kraftfahrzeugs, dass die Brennkraftmaschine antreibt, charakterisieren. Ein solcher Betriebszustand ist beispielsweise die Ist-Drehzahl n_ist der Brennkraftmaschine.In Fig. 1 are the components required for understanding the invention of a fuel supply system of an internal combustion engine with high-pressure injection shown. The illustrated system is commonly referred to as a common rail system. With 100, a fuel tank is called. This is connected via a prefeed pump 110 with a high-pressure pump 125 in connection. The high pressure pump 125 may include at least one element shutoff valve. The high-pressure pump 125 is connected to a rail 130 in connection. The rail 130 is also referred to as a memory and is connected via fuel lines with various injectors 131 in contact. By means of the sensor 140, the time-dependent actual value of the pressure P_Rail_Ist (t) in the rail or in the entire high-pressure range is detected. The time dependence is denoted by the appended variable (t). Via a pressure control valve 135, the rail 130 with the fuel tank 100 can be connected. The pressure regulating valve 135 is controllable by means of a coil 136. A controller 160 acts on the element shutoff valve 126 with a drive signal AP, the injectors 131 with a drive signal A and the pressure control valve 136 with a signal AV. The controller 160 processes various signals from various sensors 165 that characterize the operating state of the internal combustion engine and / or the motor vehicle that drives the internal combustion engine. Such an operating state is, for example, the actual rotational speed n_act of the internal combustion engine.

Diese Einrichtung arbeitet wie folgt: Der Kraftstoff, der sich im Vorratsbehälter befindet, wird von der Vorförderpumpe 110 zur Hochdruckpumpe 125 gefördert. Die Hochdruckpumpe 125 fördert den Kraftstoff vom Niederdruckbereich in den Hochdruckbereich. Die Hochdruckpumpe 125 baut im Rail 130 einen sehr hohen Druck auf. Üblicherweise werden bei Systemen für fremdgezündete Brennkraftmaschinen Druckwerte von etwa 30 bis 100 bar und bei selbstzündenden Brennkraftmaschinen Druckwerte von etwa 1000 bis 2000 bar erzielt. Über die Injektoren 131 kann der Kraftstoff unter hohem Druck den einzelnen Zylinder der Brennkraftmaschine zugemessen werden. Mittels des Sensors 140 wird der Raildruck-Istwert P_Rail_Ist (t) im Rail bzw. im gesamten Hochdruckbereich erfasst und in der Steuerung 160 mit einem Raildruck-Sollwert P_Rail_Soll (t) verglichen. Abhängig von diesem Vergleich wird das Druckregelventil 135 gesteuert. Bei geringem Kraftstoffmengenbedarf kann die Förderleistung der Hochdruckpumpe 125 durch entsprechende Ansteuerung des Elementabschaltventils stufenweise verringert werden.This device operates as follows: The fuel, which is located in the reservoir is conveyed from the feed pump 110 to the high-pressure pump 125. The high pressure pump 125 delivers the fuel from the low pressure area to the high pressure area. The high-pressure pump 125 builds up a very high pressure in the rail 130. Usually, in systems for spark-ignited internal combustion engines pressure values of about 30 to 100 bar and in self-igniting internal combustion engines pressure values of about 1000 to 2000 bar achieved. Via the injectors 131, the fuel can be metered under high pressure to the individual cylinder of the internal combustion engine. By means of the sensor 140, the rail pressure actual value P_Rail_Ist (t) in the rail or in the entire high-pressure range is detected and compared in the controller 160 with a rail pressure setpoint P_Rail_Soll (t). Depending on this comparison, the pressure regulating valve 135 is controlled. With low fuel consumption, the delivery of the high-pressure pump 125 can be gradually reduced by appropriate control of the element shut-off valve.

Der Raildruck-Sollwert P_Rail_Soll (t) wird dazu einem Kennfeld entnommen, in das unterschiedlichste Parameter des Betriebszustandes der Brennkraftmaschine eingehen können. Bei einem dynamischen Betrieb der Brennkraftmaschine, wenn also Parameter wie die Drehmomentenanforderung oder Drehzahl geändert werden, wird der Raildruck-Sollwert nun nicht abrupt, sondern mit einer Zeitverzögerung verändert. Dies ist als Prinzipskizze in Fig. 2 dargestellt. Betriebsparameter der Brennkraftmaschine wie die Drehzahl n, das angeforderte Motormoment M und dergleichen gehen in ein Kennfeld KP ein, so dass dem Kennfeld KP ein Sollwert für den Raildruck P_Rail_Soll' (t) entnommen werden kann. Der Sollwert P_Rail_Soll (t-1) vom vorangegangenen Rechensschritt wird vom eben abgelesenen P_Rail_Soll' (t) aus dem Kennfeld Kp in Abzug gebracht und mit dem Gradienten Rail_P_SetPointInc verglichen. Das Minimum aus beiden Werten wird dann zu dem Sollwert P_Rail_Soll (t-1) vom vorangegangenen Rechenschritt hinzuaddiert und bildet auf diese Weise den aktuellen Sollwert P_Rail_Soll (t).The rail pressure setpoint P_Rail_Soll (t) is taken from a map that can enter into the most diverse parameters of the operating state of the internal combustion engine. In a dynamic operation of the internal combustion engine, so if parameters such as the torque request or speed are changed, the rail pressure setpoint is now not changed abruptly, but with a time delay. This is as a schematic in Fig. 2 shown. Operating parameters of the internal combustion engine such as the rotational speed n, the requested engine torque M and the like are included in a map KP, so that the KP map a setpoint for the rail pressure P_Rail_Soll '(t) can be removed. The setpoint P_Rail_Soll (t-1) from the previous calculation step is deducted from the just read P_Rail_Soll '(t) from the map Kp and with compared to the gradient Rail_P_SetPointInc. The minimum of both values is then added to the setpoint P_Rail_Soll (t-1) from the previous calculation step and in this way forms the current setpoint P_Rail_Soll (t).

In Fig. 3 ist ein Prinzipschaltbild zur Bestimmung des Wertes des Maximalgradienten Rail_P_SetPointInc zur Veränderung des Raildruck-Sollwertes P_Rail_Soll (t). Verfahren nach Stand der Technik sehen ein Raildrucksollwertkennfeld vor, das den Anforderungen bei stationären Betriebspunkten des Motors entspricht. Bei der dynamischen Motorbenutzung werden u. a. aus regelungs-und geräuschtechnischen Gründen die Punkte des Raildrucksollwertkennfelds mittels eines Raildruckgradientenkennfelds für den Druckanstieg (z.B. in bar/s) Rail_dpSetpointInc_Map miteinander verbunden. Dieses Druckanstiegsgradientenkennfeld erfolgt in Abhängigkeit der Motorsystemmenge InjCtl_qSetUnBal und der Motordrehzahl Eng_nAvrg.In Fig. 3 is a block diagram for determining the value of the maximum gradient Rail_P_SetPointInc for changing the rail pressure setpoint P_Rail_Soll (t). Prior art methods provide a rail pressure setpoint map that meets the requirements for stationary engine operating points. In the case of dynamic engine use, the points of the rail pressure setpoint characteristic map are connected to one another by means of a rail pressure gradient characteristic map for the pressure increase (eg in bar / s) Rail_dpSetpointInc_Map, for reasons of control and noise engineering. This pressure gradient gradient map takes place as a function of the engine system quantity InjCtl_qSetUnBal and the engine speed Eng_nAvrg.

Das vorliegende Ausführungsbeispiel der Erfindung sieht nun vor, in einem Kennfeld Rail_dpSetPointIncOfs_Map eine gangabhängige Gearbx_stGear, Ist-Drehzahlabhängige n_ist und raildruckistwertabhängige RailCD_pPeak Reduzierung des Raildruckanstiegsgradientenkennfelds Rail_dpSetPointInc_Map vorzunehmen mit dem Ziel, bei höheren vorherrschenden Raildrücken die Sollwerte immer langsamer zu erreichen.The present exemplary embodiment of the invention now provides for a gear-dependent Gearbx_stGear, actual-speed-dependent n_act and rail-pressure actual value-dependent RailCD_pPeak reduction of the rail pressure rise gradient map Rail_dpSetPointInc_Map to be carried out in a map Rail_dpSetPointIncOfs_Map with the aim of achieving the target values ever slower at higher prevailing rail pressures.

Die Raildruckistwertabhängigkeit erlaubt einen direkten Eingriff auf die zu beeinflussende Größe (ohne Umweg über die Systemmenge). Durch die gangabhängige selektive Benutzungsmöglichkeit und die Raildruckistwertabhängigkeit wird nur beispielsweise in niedrigen Getriebegängen Einfluss genommen und die nicht relevanten Druckbereiche ausgespart.The Raildruckistwertabhängigkeit allows a direct intervention on the size to be influenced (without detour over the system amount). Due to the gear-dependent selective use option and the Raildruckistwertabhängigkeit is taken only example in low gears and influenced the non-relevant pressure ranges.

Damit durch eine fehlerhafte Applikation keine zu großen Anstiegsgradienten oder Anstiegsgradienten < = 0 verhindert werden, ist eine Limitierung zu beiden Seiten kalibrierbar (Rail_dpSetPointIncMax_C und Rail_dpSetPointIncMin_C). Die Wirkung dieses gangabhängigen Raildruckgradientenreduzierungskennfelds Rail_dpSetPointIncOfs_Map für den Druckanstieg kommt dem Verhalten eines PT1- Filters gleich.In order to prevent excessive rise gradients or increase gradients <= 0 due to incorrect application, a limitation can be calibrated on both sides (Rail_dpSetPointIncMax_C and Rail_dpSetPointIncMin_C). The effect of this gear-dependent rail pressure gradient reduction map Rail_dpSetPointIncOfs_Map for the pressure rise equals the behavior of a PT1 filter.

Durch eine geschickte Auswahl der "Reduktionsgradienten" können die Einflüsse auf das Motorverhalten gering gehalten werden.By a clever selection of the "reduction gradients", the influences on the engine behavior can be kept low.

Claims (7)

  1. Method for determining a rail pressure setpoint value (P_Rail_Soll) for a high-pressure rail of an internal combustion engine, the rail pressure setpoint value being varied with a maximum gradient (Rail_P_SetPointInc) in order to vary to a maximum extent the rail pressure setpoint value (P_Rail_Soll), and the maximum gradient (Rail_P_SetPointInc) being taken from a characteristic map (Rail_dpSetPointIncOfs_Map) as a function of operating parameters of the internal combustion engine, characterized in that the operating parameters comprise an engaged gear (Gearbx_stGear) of a gear-change transmission, and the rail pressure actual value (P_Rail_Ist).
  2. Method according to Claim 1, characterized in that the operating parameters include the actual rotational speed (n_ist) of the internal combustion engine.
  3. Method according to either of Claims 1 and 2, characterized in that the operating parameters include the engine system quantity (InjCtl_qSetUnBal) of the internal combustion engine.
  4. Method according to one of Claims 1 to 3, characterized in that the value of the maximum gradient is bounded below by a minimum value (Rail_dpSetPointIncMin_C).
  5. Method according to one of Claims 1 to 4, characterized in that the value of the maximum gradient is bounded above by a maximum value (Rail_dpSetPointIncMax_C).
  6. Device, in particular a control unit of an internal combustion engine, having means for determining a rail pressure setpoint value (P_Rail_Soll) for a high-pressure rail of an internal combustion engine, the rail pressure setpoint value being varied with a maximum gradient (Rail_P_SetPointInc) in order to vary to a maximum extent the rail pressure setpoint value (P_Rail_Soll), and the maximum gradient (Rail_P_SetPointInc) being taken from a characteristic map (Rail_dpSetPointIncOfs_Map) as a function of operating parameters of the internal combustion engine, characterized in that the operating parameters include an engaged gear (Gearbx_stGear) of a gear-change transmission and the rail pressure actual value (P_Rail_Ist).
  7. Computer program with program code for carrying out all the steps according to one of Claims 1 to 5 when the program is executed in a computer.
EP07787563A 2006-08-18 2007-07-16 Method for the determination of a rail pressure nominal value Expired - Fee Related EP2054606B1 (en)

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DE102006038848 2006-08-18
DE102006045923A DE102006045923A1 (en) 2006-08-18 2006-09-28 Method for determining a rail pressure setpoint
PCT/EP2007/057295 WO2008019919A1 (en) 2006-08-18 2007-07-16 Method for the determination of a rail pressure nominal value

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JP2010501050A (en) 2010-01-14
CN101506503B (en) 2012-07-04
US8096284B2 (en) 2012-01-17
WO2008019919A1 (en) 2008-02-21
DE102006045923A1 (en) 2008-02-21
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EP2054606A1 (en) 2009-05-06
KR101356284B1 (en) 2014-01-28

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