EP2376761B1 - Procédé pour faire fonctionner un système d'injection de carburant d'un moteur à combustion interne - Google Patents

Procédé pour faire fonctionner un système d'injection de carburant d'un moteur à combustion interne Download PDF

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Publication number
EP2376761B1
EP2376761B1 EP09764836.4A EP09764836A EP2376761B1 EP 2376761 B1 EP2376761 B1 EP 2376761B1 EP 09764836 A EP09764836 A EP 09764836A EP 2376761 B1 EP2376761 B1 EP 2376761B1
Authority
EP
European Patent Office
Prior art keywords
pulse
fuel
activation device
pwm
injection system
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.)
Active
Application number
EP09764836.4A
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German (de)
English (en)
Other versions
EP2376761A1 (fr
Inventor
Uwe Richter
Rainer Wilms
Matthias Schumacher
Joerg Kuempel
Matthias Maess
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
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Robert Bosch GmbH
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Publication of EP2376761A1 publication Critical patent/EP2376761A1/fr
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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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2037—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit for preventing bouncing of the valve needle
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing

Definitions

  • the invention relates to a method for operating a fuel system of an internal combustion engine according to the preamble of claim 1.
  • the invention further relates to a computer program, an electrical storage medium and a control and regulating device.
  • the DE 101 48 218 A1 describes a method of operating a fuel injection system using a quantity control valve.
  • the known quantity control valve is realized as a magnetically actuated by a solenoid solenoid valve with a magnet armature and associated Wegbegrenzungsanellen.
  • the known solenoid valve is open in the energized state of the coil.
  • known from the market are also such quantity control valves, which are closed in the de-energized state of the solenoid.
  • the solenoid coil is driven with a constant voltage or a pulsed voltage (pulse width modulation - "PWM”), whereby the current in the magnetic coil increases in a characteristic manner. After the voltage has been switched off, the current again drops in a characteristic manner, as a result of which the quantity control valve closes (in the case of the normally closed valve) or opens (in the case of the normally open valve).
  • PWM pulse width modulation -
  • the braking pulse for example, from a supply voltage of a voltage source and / or a temperature in particular a component of the fuel injection system or the internal combustion engine can depend.
  • This is also taken into account by the invention, for example via a characteristic map, which can be determined for a nominal quantity control valve as functions of a nominal, temperature-dependent resistance and the voltage of a voltage source, for example a vehicle battery.
  • the reason for the consideration of the temperature is that the electrical resistances of electrical lines, with which the quantity control valve is connected, for example, to an output stage of a control unit, depends on the current temperature of these electrical lines. This can be taken into account by the method according to the invention.
  • PWM pulse width modulation
  • Another measure for reducing the noise emissions is that an energized holding phase of the electromagnetic
  • a holding phase is terminated at a defined, for example, falling PWM edge. This initiates the beginning of a quenching of the coil current at a defined current level.
  • the valve element therefore drops in a reproducible manner, whereby a variation of the effect of the braking pulse is avoided.
  • the quantity control valve 30 comprises a disc-shaped valve element 38, which is acted upon by a valve spring 40 against a valve seat 42.
  • the latter three elements form the above-mentioned inlet check valve.
  • the high-pressure pump 16 and the quantity control valve 30 operate as follows (see FIG. 3 ):
  • Fuel injection system 10 shown at least depends on the efficiency of the electromagnetic actuator 34 at least one parameter of the braking pulse 56. This efficiency is determined by an adaptation method which will now be described with reference to FIG. 4 is explained. Thereafter, after a first cycle of the high pressure pump 16 (a working cycle consists of a suction stroke and a delivery stroke) a duty cycle of a pulse width modulated drive voltage after a first so-called "suit pulse” 58 is set to a first value, in which it is ensured that the actuating plunger 48 from the valve element 38 is moved away. The corresponding course of the coil current is in FIG. 4 designated 60a.
  • This limit duty cycle which can also be referred to as the "final value" is used to characterize the efficiency of the electromagnetic actuator 34. Namely, a mass control valve 30 having a more efficient electromagnetic actuator 34 has a lower final value than a mass control valve 30 having a more inefficient electromagnetic actuator 34. The thus determined efficiency of the individual electromagnetic actuator 34 is now used to parameterize the braking pulse 56.
  • the level of a supply voltage for example, a battery of a motor vehicle, in which the internal combustion engine is installed, and a temperature, for example, of the fuel used for the parameterization of the braking pulse.
  • FIG. 5 a coil current 60 is plotted against time, including the brake pulse 56.
  • a hold phase 64 is seen extending into the suction phase above top dead center. It can be seen that the holding phase 64 is terminated on a falling edge of the pulse-width-modulated voltage signal.
  • the current initially drops freely ("freewheeling"), before a rapid quenching is performed by applying a countercurrent. Freewheeling and rapid quenching are within a period 66, which elapses from the end of the holding phase until the beginning of the braking pulse 56.
  • the braking pulse 56 itself is in turn generated a pulse width modulated signal whose duration in FIG. 5 designated 68. How out FIG.
  • the duty cycle can be changed so that an increase of the effective coil current 60 results.
  • the shape of the brake pulse 56 may be defined by following several pulse width modulated phases, pull pulse phases without pulse width modulation, current controlled phases, defined step cancellations, and / or Zener clearances. Overall, for noise reduction, the brake pulse 56 will be applied to an electromagnetic actuator 34 of higher efficiency sooner and / or shorter and / or less pronounced than an electromagnetic actuator 34 of lower efficiency.
  • FIG. 7 A method of operating the fuel injection system 10 is illustrated.
  • the actual pressure in the fuel rail 18 is compared with the target pressure.
  • the final value of the duty cycle and, therefrom, a variable characterizing the efficiency of the electromagnetic actuator 34 are determined.
  • a duty ratio which just closes the flow control valve 30
  • a reduced speed when striking the actuating plunger 48 on the second stop 52 and thereby a noise reduction is achieved (block 74).
  • 76 the voltage of the vehicle battery and the temperature of the fuel are detected.
  • These sensed values become 78 in conjunction with the efficiency of the electromagnetic actuator 34 for parameterizing the brake pulse 56 as determined by the method of FIG. 72 used. This results in 80 a noise reduction when hitting the actuating plunger 48 on the first stop 50th
  • a braking pulse is generated only below a certain speed of a crankshaft of the internal combustion engine or a drive shaft of the high-pressure pump 16. In a further embodiment, not shown, the braking pulse is generated above such a speed, it takes place above this speed but no adjustment of the braking pulse more.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Magnetically Actuated Valves (AREA)

Claims (10)

  1. Procédé de conduite d'un système (10) d'injection de carburant pour moteur à combustion interne, dans lequel du carburant est refoulé par une pompe (16) à haute pression dans un rail (18) à carburant et dans lequel la quantité de carburant refoulée est influencée par une soupape de commande de débit actionnée par un dispositif électromagnétique d'actionnement (34),
    au moins un paramètre d'une impulsion de freinage (56) du dispositif électromagnétique d'actionnement (34) dépendant du rendement du dispositif électromagnétique d'actionnement, de la tension d'une source de tension et/ou d'une température, en particulier d'un composant du système (10) d'injection de carburant ou du moteur à combustion interne, caractérisé en ce que
    l'impulsion de freinage (56) est plus tardive, dure moins longtemps et/ou est plus faible lorsque le dispositif électromagnétique d'actionnement (34) présente un rendement plus élevé que lorsque le un dispositif électromagnétique d'actionnement (34) présente un rendement plus bas.
  2. Procédé selon la revendication 1, caractérisé en ce que dans une opération d'adaptation, l'énergie apportée au dispositif électromagnétique d'actionnement est modifiée successivement depuis une valeur initiale jusqu'à une valeur finale telle que la fermeture ou l'ouverture de la soupape magnétique de commande 30 ne soit plus détectée au moins indirectement ou commence à être détectée et en ce que la valeur finale ou une grandeur basée sur cette dernière sont utilisées pour caractériser le rendement du dispositif électromagnétique d'actionnement (34).
  3. Procédé selon l'une des revendications précédentes, caractérisé en ce que le paramètre est le début de l'impulsion de freinage, la durée d'une phase PWM ("pulse width modulation" - modulation de la largeur d'impulsions) ou d'une phase régulée en courant de l'impulsion de freinage, la durée d'une impulsion d'entraînement qui a lieu avant la première phase PWM, le taux d'échantillonnage ou le niveau de courant pendant une phase de maintien qui précède l'impulsion de freinage et/ou le taux d'échantillonnage ou le niveau de courant à la fin d'une phase de maintien qui précède l'impulsion de freinage.
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'ouverture ou la fermeture de la soupape magnétique (30) est détectée en surveillant un écart entre la pression effective qui règne dans le rail (18) à carburant et une pression de consigne.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que la forme de l'impulsion de freinage (56) est définie par la succession de plusieurs phases de PWM, de plusieurs phases d'impulsion d'entraînement sans PWM, de phases régulées en courant, d'extinction en gradins définis et/ou d'extinction Zener.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'une phase de maintien (64) alimentée en courant du dispositif électromagnétique d'actionnement (34) commence pendant une course de transport et se termine après la fin de la course de transport.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que dans le cas d'une commande à PWM, une phase de maintien (64) se termine à un flanc de PWM défini, par exemple un flanc descendant.
  8. Programme informatique, caractérisé en ce qu'il est programmé pour être utilisé dans un procédé selon l'une des revendications précédentes.
  9. Support électrique de mémoire pour dispositif de commande et/ou de régulation (54) d'un système (10) d'injection de carburant, caractérisé en ce qu'un programme informatique destiné à être utilisé dans un procédé selon les revendications 1 à 8 y est conservé en mémoire.
  10. Dispositif de commande et/ou de régulation (54) pour système (10) d'injection de carburant caractérisé en ce qu'il est programmé pour être utilisé dans un procédé selon l'une des revendications 1 à 8.
EP09764836.4A 2008-12-11 2009-12-07 Procédé pour faire fonctionner un système d'injection de carburant d'un moteur à combustion interne Active EP2376761B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008054512.0A DE102008054512B4 (de) 2008-12-11 2008-12-11 Verfahren zum Betreiben eines Kraftstoffeinspritzsystems einer Brennkraftmaschine
PCT/EP2009/066483 WO2010066663A1 (fr) 2008-12-11 2009-12-07 Procédé pour faire fonctionner un système d'injection de carburant d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2376761A1 EP2376761A1 (fr) 2011-10-19
EP2376761B1 true EP2376761B1 (fr) 2015-11-04

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EP09764836.4A Active EP2376761B1 (fr) 2008-12-11 2009-12-07 Procédé pour faire fonctionner un système d'injection de carburant d'un moteur à combustion interne

Country Status (7)

Country Link
US (1) US9121360B2 (fr)
EP (1) EP2376761B1 (fr)
JP (1) JP5254461B2 (fr)
KR (1) KR101666693B1 (fr)
CN (1) CN102245881B (fr)
DE (1) DE102008054512B4 (fr)
WO (1) WO2010066663A1 (fr)

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DE102008054512B4 (de) 2021-08-05
DE102008054512A1 (de) 2010-06-17
EP2376761A1 (fr) 2011-10-19
WO2010066663A1 (fr) 2010-06-17
KR20110106847A (ko) 2011-09-29
US9121360B2 (en) 2015-09-01
US20110288748A1 (en) 2011-11-24
CN102245881B (zh) 2014-02-05
CN102245881A (zh) 2011-11-16
JP2012511658A (ja) 2012-05-24
JP5254461B2 (ja) 2013-08-07
KR101666693B1 (ko) 2016-10-17

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