EP2054606B1 - Verfahren zur bestimmung eines raildruck-sollwertes - Google Patents

Verfahren zur bestimmung eines raildruck-sollwertes 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
Authority
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
Application number
EP07787563A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2054606A1 (de
Inventor
Jean-Daniel Mettetal
Stefan Koidl
Pierre Mathis
Enrique Naupari
Anthony Dieryckxvisschers
Martin Schwab
Roland Hafner
Antoine Combelle
Guido Baumann
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2054606A1 publication Critical patent/EP2054606A1/de
Application granted granted Critical
Publication of EP2054606B1 publication Critical patent/EP2054606B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Control Of Transmission Device (AREA)
EP07787563A 2006-08-18 2007-07-16 Verfahren zur bestimmung eines raildruck-sollwertes Expired - Fee Related EP2054606B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006038848 2006-08-18
DE102006045923A DE102006045923A1 (de) 2006-08-18 2006-09-28 Verfahren zur Bestimmung eines Raildruck-Sollwertes
PCT/EP2007/057295 WO2008019919A1 (de) 2006-08-18 2007-07-16 Verfahren zur bestimmung eines raildruck-sollwertes

Publications (2)

Publication Number Publication Date
EP2054606A1 EP2054606A1 (de) 2009-05-06
EP2054606B1 true EP2054606B1 (de) 2012-05-16

Family

ID=38596265

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07787563A Expired - Fee Related EP2054606B1 (de) 2006-08-18 2007-07-16 Verfahren zur bestimmung eines raildruck-sollwertes

Country Status (7)

Country Link
US (1) US8096284B2 (ja)
EP (1) EP2054606B1 (ja)
JP (2) JP2010501050A (ja)
KR (1) KR101356284B1 (ja)
CN (1) CN101506503B (ja)
DE (1) DE102006045923A1 (ja)
WO (1) WO2008019919A1 (ja)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007062171B4 (de) * 2007-12-21 2021-03-25 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine

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DE102012019457B3 (de) * 2012-10-04 2014-03-20 Mtu Friedrichshafen Gmbh Verfahren zur Raildruckregelung einer Brennkraftmaschine
DE102013221981A1 (de) * 2013-10-29 2015-04-30 Robert Bosch Gmbh Verfahren zur Steuerung eines Druckregelventils einer Kraftstoffeinspritzanlage insbesondere eines Kraftfahrzeugs
JP6032253B2 (ja) * 2014-09-17 2016-11-24 トヨタ自動車株式会社 内燃機関の制御装置
DE102014220932B4 (de) 2014-10-15 2020-02-06 Continental Automotive Gmbh Verfahren zum Betreiben eines Kraftstoffversorgungssystems für eine Brennkraftmaschine
DE102016213433A1 (de) 2016-07-22 2018-01-25 Robert Bosch Gmbh Verfahren zur Bestimmung eines Raildrucksollwerts
DE102017206084A1 (de) * 2017-04-10 2018-10-11 Robert Bosch Gmbh Kraftstoffeinspritzung mit verminderter Rücklaufmenge
CN109779775B (zh) * 2017-11-13 2022-04-05 联合汽车电子有限公司 一种发动机可变喷油压力控制方法
CN115075971B (zh) * 2022-06-13 2023-11-17 潍柴动力股份有限公司 单缸机控制方法、装置、电子控制单元及存储介质

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007062171B4 (de) * 2007-12-21 2021-03-25 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine

Also Published As

Publication number Publication date
US20090320798A1 (en) 2009-12-31
KR20090053896A (ko) 2009-05-28
EP2054606A1 (de) 2009-05-06
JP5606504B2 (ja) 2014-10-15
JP2012233487A (ja) 2012-11-29
CN101506503B (zh) 2012-07-04
KR101356284B1 (ko) 2014-01-28
US8096284B2 (en) 2012-01-17
JP2010501050A (ja) 2010-01-14
CN101506503A (zh) 2009-08-12
DE102006045923A1 (de) 2008-02-21
WO2008019919A1 (de) 2008-02-21

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