EP2376762B1 - Verfahren zum betreiben eines kraftstoffeinspritzsystems einer brennkraftmaschine - Google Patents

Verfahren zum betreiben eines kraftstoffeinspritzsystems einer brennkraftmaschine Download PDF

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Publication number
EP2376762B1
EP2376762B1 EP09765102A EP09765102A EP2376762B1 EP 2376762 B1 EP2376762 B1 EP 2376762B1 EP 09765102 A EP09765102 A EP 09765102A EP 09765102 A EP09765102 A EP 09765102A EP 2376762 B1 EP2376762 B1 EP 2376762B1
Authority
EP
European Patent Office
Prior art keywords
injection system
fuel injection
fuel
parameter
control valve
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
EP09765102A
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German (de)
English (en)
French (fr)
Other versions
EP2376762A1 (de
Inventor
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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Filing date
Publication date
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Publication of EP2376762A1 publication Critical patent/EP2376762A1/de
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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
    • F02D41/24—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
    • F02D41/2467—Characteristics of actuators for injectors
    • 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
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F02M59/368—Pump inlet valves being closed when actuated
    • 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
    • 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
    • F02D41/02—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 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 open in the de-energized state of the solenoid.
  • the solenoid is driven by a constant voltage or a pulsed voltage (pulse width modulation - "PWM”), whereby the current in the magnetic coil increases in a characteristic manner. After switching off the voltage, the current again falls in a characteristic manner, whereby the quantity control valve opens.
  • PWM pulse width modulation -
  • Object of the present invention is to provide a method for operating a fuel system of an internal combustion engine, wherein a as quiet as possible operation of the fuel injection system is achieved by simple means.
  • the stop velocity of an actuating element of the electromagnetic actuator is minimized at a stop, whereby the operating noise of the quantity control valve is reduced.
  • the basis for this is on the one hand an adaptation, with which a parameter of a drive signal of the electromagnetic actuator is optimized so that the actuating element of the electromagnetic actuator is just moved to its end position during energization, but with extremely low speed.
  • this adaptation takes into account that there are electromagnetic actuators with varying efficiency, namely fast-absorbing, that is, efficient as well as slow-moving, inefficient systems. Even tolerance deviations from one quantity control valve to the other can be taken into account in this way.
  • the invention is based on the fact that the current operating variables of the fuel injection system are taken into account in the definition of the drive signal of the electromagnetic actuator. In this way, it is ensured that in very different operating situations with correspondingly different operating variables of the fuel injection system, a drive signal is used which has the lowest possible stop velocity of the actuating element at the stop result.
  • the two parameters belong to the following group: duty cycle during a holding phase or an equivalent size; Duration of a suit pulse or an equivalent size.
  • a kind of noise minimum is sought for a very specific combination of suit pulse duration and duty cycle.
  • PWM pulse width modulation
  • the parameter can also be a continuous current value.
  • a "pull-in pulse” is understood to be a pulse-like energization at the beginning of the drive signal with which the fastest possible build-up of the force acting on a magnet armature of the electromagnetic actuator should be achieved.
  • the so-called “harness resistance” is the resistance of the leads, for example between the power amplifier and the electromagnetic actuator, and contact resistance Contacts.
  • This electrical resistance can change depending on the temperature, and it is also subject to comparatively large manufacturing tolerances or aging effects. Therefore, if the temperature of the fuel or a component of the fuel injection system or an equivalent amount is taken into account in the adjustment of the parameters, the drive signal is optimized in a particularly efficient manner.
  • the voltage of a voltage source for example a vehicle battery
  • the electromagnetic actuator has a direct influence on the force exerted on the actuator of the electromagnetic actuator and thus on its speed. Their consideration also helps in a very efficient way to optimize the drive signal.
  • step c) in a step d), once again in an adaptation method, one of the two parameters which was not adjusted in step c) is successively changed from a starting value to such a final value, at which closing or opening the quantity control valve is at least indirectly no longer or only just detected, and that thereafter this parameter is determined on the basis of the final value.
  • a second adaptation is performed. This method thus offers a particularly good result and ensures that the speed of the actuator at the stop is really minimal over the entire life of the device.
  • steps c) and d) can be carried out repeatedly in the sense of an iterative method.
  • steps a) to c) or a) to d) can only be carried out if a rotational speed of the internal combustion engine is below a limiting rotational speed. This takes into account the fact that the above-mentioned noise problem generally only at idle and slightly higher speeds of an internal combustion engine, since only in this speed range, the operating noise of the engine is so low that the impact noises of Actuate the electromagnetic actuator play a role at all.
  • the method according to the invention leads to a comparatively low speed of the actuating element. This could cause the actuator may reach the stop with a very low velocity stop, but then rebounds again due to a too low magnetic force. This could lead to an unwanted interruption of fuel production.
  • the electrical energy supplied to the electromagnetic actuator be increased at least approximately at the time at which the actuating element of the quantity control valve comes into contact with the stop.
  • a fuel injection system contributes in FIG. 1 Overall, the reference numeral 10. It includes an electric fuel pump 12, is conveyed with the fuel from a fuel tank 14 to a high-pressure pump 16. The high-pressure pump 16 compresses the fuel to a very high pressure and promotes it further into a fuel rail 18. To this several injectors 20 are connected, which inject the fuel in them associated combustion chambers. The pressure in the fuel rail 18 is detected by a pressure sensor 22.
  • the high-pressure pump 16 is a piston pump with a delivery piston 24, which can be offset by a camshaft, not shown, in a reciprocating motion (double arrow 26).
  • the delivery piston 24 defines a delivery chamber 28, which can be connected via a quantity control valve 30 to the outlet of the electric fuel pump 12. Via an outlet valve 32, the delivery chamber 28 can also be connected to the fuel rail 18.
  • the quantity control valve 30 comprises an electromagnetic actuator 34 which operates in the energized state against the force of a spring 36. When de-energized, the quantity control valve 30 is open, in the energized state, it has the function of a normal inlet check valve. The exact structure of the quantity control valve 30 goes out FIG. 2 out:
  • 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 electromagnetic actuating device 34 comprises a magnetic coil 44 which cooperates with a magnetic armature 46 of an actuating tappet 48.
  • the spring 36 acts on the actuating plunger 48 in the currentless solenoid 44 against the valve element 38 and forces it to its open position.
  • the corresponding end position of the actuating plunger 48 is replaced by a first stop 50 defined.
  • the solenoid is energized, the actuating plunger 48 is moved against the force of the spring 36 away from the valve element 38 against a second stop 52.
  • the high-pressure pump 16 and the quantity control valve 30 operate as follows (see FIG. 3 ):
  • FIG. 3 is above a stroke H of the piston 34 and below a current I applied to the solenoid 44 over time t.
  • the high pressure pump 16 is shown schematically in various operating conditions.
  • the solenoid 44 is de-energized, whereby the actuating plunger 48 is pressed by the spring 36 against the valve element 38 and this is moved to its open position. In this way, fuel can flow from the electric fuel pump 12 into the delivery chamber 28.
  • FIG. 2 shown in the middle.
  • the solenoid 44 is still de-energized, whereby the mass control valve 30 is further forced to open.
  • the fuel is discharged from the delivery piston 24 via the open quantity control valve 30 to the electric fuel pump 12 out.
  • the exhaust valve 32 remains closed. A promotion in the fuel rail 18 does not take place.
  • the magnetic coil is energized, whereby the actuating plunger 48 is pulled away on the valve element 38. At the end of the movement of the actuating plunger 48 comes with the second stop 52 in abutment ( FIG. 2 ). It should be noted at this point that in FIG. 3 the course of the energization of the magnetic coil 44 is shown only schematically. As will be explained below, the actual coil current is not constant, but may drop due to mutual induction effects. In addition, in the case of a pulse-width-modulated drive voltage, the coil current is wave-shaped or jagged.
  • FIG. 4 is plotted in the upper diagram, the course of a drive voltage U over the time t, which is applied to the solenoid 44. It can be seen that this drive voltage U is clocked in the sense of a pulse width modulation.
  • the middle diagram of FIG. 4 shows the corresponding coil current I, the height of which results from the duty cycle of the voltage signal U.
  • the corresponding stroke H of the actuating plunger 48 is shown over time.
  • FIG. 4 One recognizes FIG. 4 in that the voltage signal U and the coil current I resulting therefrom initially have a so-called "starting pulse" 56. This serves to build up the magnetic force acting on the magnet armature 46 as quickly as possible.
  • the pull-in pulse 56 is followed by a holding phase 58, whose effective drive voltage U is defined by the duty cycle of the pulse-width-modulated voltage signal.
  • a coil current I results in FIG. 4 designated by the reference numeral 60a.
  • the corresponding lift curve H is designated 62a. It can be seen that due to the movement of the actuating tappet 48 and of the magnet armature 46 coupled thereto in the magnet coil 44, a mutual induction is generated, which in the present case leads to a reduction of the effective coil current I. leads.
  • the curves 60a and 62a apply to a first cycle of the high-pressure pump 16, wherein a working cycle consists of a suction stroke and a delivery stroke.
  • the duty cycle of the pulse width modulated voltage signal U during the holding phase 58 is set so that a lower effective current I results of the magnetic coil 44, corresponding to a curve 60b in FIG. 4 , As a result, there is a delayed movement of the actuating plunger 48, corresponding to the curve 62b.
  • the duty cycle is now successively changed further, so that the effective coil current I further decreases.
  • coil current I according to a "limit duty cycle"
  • the actuating plunger 48 is no longer sufficiently moved away from the valve element 38, the quantity control valve 30 thus remains open. There is thus no promotion of fuel in the fuel rail instead.
  • This limit duty cycle also referred to as the end value, is used to characterize the efficiency of the electromagnetic actuator 34. Namely, a quantity control valve 30 having a more efficient electromagnetic actuator 34 has a lower end value than a quantity control valve 30 having a more inefficient electromagnetic actuator 34.
  • the suit pulse 56 is adjusted.
  • a temperature of a component of the fuel injection system determined by a sensor (not shown) and a voltage of a voltage source (for example vehicle battery, not shown) to which the electromagnetic actuating device 34 is connected are set to a specific duty cycle (" Norm-Taktteil ") applicable map fed. It results in a duration of Tightening pulse 56 for this specific duty cycle. If the end value of the duty cycle determined in the first adaptation deviates from the standard duty cycle, this is taken into account by a corresponding correction factor. In this way one obtains an adapted duration of the suit pulse 56. This is in FIG. 4 in the upper diagram represented by a dashed curve of the voltage signal U, in the middle diagram of FIG.
  • both the length of the tightening pulse 56 and the duty cycle during the holding phase 58 are optimized by the presented method so that the abutment speed of the actuating plunger 48 on the second stop 52 is minimal.
  • the first adaptation process is first performed at 64, monitoring the actual pressure Pr in the fuel rail 18 at block 66.
  • the duration dt A of the apply pulse 56 is a function of a temperature T, a voltage U B of a voltage source, and the duty cycle determined in 64 TV, wherein the supply voltage U B of the voltage source and the temperature T in 70 are provided.
  • a second adaptation of the duty ratio TV is now carried out in 72, monitoring the system pressure P r provided in FIG. 66.
  • the procedure for this adaptation in FIG. 72 is the same as in FIG. 64 and above in connection with FIG FIG. 4 described. In FIG. 72, therefore, that parameter of the drive signal U or I is adapted, which was not adapted in the preceding adaptation step 68, but served there as the input variable.
  • the input and output variables of the two function blocks 68 and 72 are reversed.
  • the duty cycle TV in the hold phase 58 is adjusted taking into account the temperature T and the supply voltage U B , and that this adapted duty cycle TV is then fed into the adaptation block 72, in which the duration dt A of the pull-in pulse 56 is adapted.
  • the duration dt A of the suit pulse 56 is successively changed from a starting value, ie from a work cycle to a subsequent work cycle, to such a final value at which the quantity control valve 30 is closed by monitoring the pressure P r in the fuel rail in block 66 is no longer detected.
  • the duration dt A of the tightening pulse 56 is then determined, for example from the end value plus a safety margin.
  • the actuating signal U of the electromagnetic actuating device is defined such that a minimal noise when the magnet armature 46 is attracted and the actuating stop 48 abuts against the second stop 52 is reached.
  • FIG. 7 This differs from the embodiments of the FIGS. 5 and 6 in that the steps 68 and 72 are performed several times alternately in the sense of an iterative method.
  • the duration of the tightening pulse 56 is adjusted in 68 i
  • the duty cycle is adapted in 72 i .
  • an adaptation of the duration of the tightening pulse 56 takes place in 72 i .
  • the iteration can be ended become, if the changes of the duty cycle or the duration of the suit pulse 56 falls below a certain level. Other convergence criteria are also possible. You can calculate from previous adaptation results and / or known map data.

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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)
EP09765102A 2008-12-11 2009-12-07 Verfahren zum betreiben eines kraftstoffeinspritzsystems einer brennkraftmaschine Active EP2376762B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008054513A DE102008054513A1 (de) 2008-12-11 2008-12-11 Verfahren zum Betreiben eines Kraftstoffeinspritzsystems einer Brennkraftmaschine
PCT/EP2009/066523 WO2010066675A1 (de) 2008-12-11 2009-12-07 Verfahren zum betreiben eines kraftstoffeinspritzsystems einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2376762A1 EP2376762A1 (de) 2011-10-19
EP2376762B1 true EP2376762B1 (de) 2012-11-21

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EP09765102A Active EP2376762B1 (de) 2008-12-11 2009-12-07 Verfahren zum betreiben eines kraftstoffeinspritzsystems einer brennkraftmaschine

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Country Link
US (1) US8925525B2 (ja)
EP (1) EP2376762B1 (ja)
JP (1) JP5383820B2 (ja)
KR (1) KR101650216B1 (ja)
CN (1) CN102245880B (ja)
DE (1) DE102008054513A1 (ja)
WO (1) WO2010066675A1 (ja)

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EP2376762A1 (de) 2011-10-19
JP5383820B2 (ja) 2014-01-08
WO2010066675A1 (de) 2010-06-17
DE102008054513A1 (de) 2010-06-17
CN102245880B (zh) 2014-10-01
JP2012511659A (ja) 2012-05-24
US20110295493A1 (en) 2011-12-01
KR20110106848A (ko) 2011-09-29
KR101650216B1 (ko) 2016-08-22
CN102245880A (zh) 2011-11-16
US8925525B2 (en) 2015-01-06

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