EP2379868A1 - Procédé de régulation d'une électrovanne d'une commande de quantité dans un moteur à combustion interne - Google Patents

Procédé de régulation d'une électrovanne d'une commande de quantité dans un moteur à combustion interne

Info

Publication number
EP2379868A1
EP2379868A1 EP09796658A EP09796658A EP2379868A1 EP 2379868 A1 EP2379868 A1 EP 2379868A1 EP 09796658 A EP09796658 A EP 09796658A EP 09796658 A EP09796658 A EP 09796658A EP 2379868 A1 EP2379868 A1 EP 2379868A1
Authority
EP
European Patent Office
Prior art keywords
solenoid valve
value
current
fuel
pressure
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.)
Granted
Application number
EP09796658A
Other languages
German (de)
English (en)
Other versions
EP2379868B1 (fr
Inventor
Uwe Richter
Peter Roth
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
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 EP2379868A1 publication Critical patent/EP2379868A1/fr
Application granted granted Critical
Publication of EP2379868B1 publication Critical patent/EP2379868B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • 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 controlling a fuel injection system of an internal combustion engine, wherein the fuel injection system comprises a high-pressure pump which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the quantity control valve controls the amount of fuel delivered by the high pressure pump and the coil of the solenoid valve is energized with a first current value to close this for supplying fuel to the high-pressure pump.
  • a method for controlling a fuel injection system with a quantity control valve is already known from the prior art.
  • a quantity control valve is generally referred to as a magnetically actuated by a solenoid solenoid valve with a magnetic armature and associated
  • the solenoid valve is open when the coil is de-energized. To close the solenoid valve, the coil is driven at a constant voltage - the battery voltage - with the current in the coil increasing in a characteristic manner.
  • the time between the application of the voltage and the closing time of the solenoid valve is referred to as the pickup time. After switching off the voltage, the current again falls in a characteristic manner and the solenoid valve opens shortly after the current has dropped.
  • the time between switching off the voltage on the coil and opening the valve is referred to as the erase time.
  • the voltage applied to the coil to close the solenoid valve can be reduced before the solenoid valve reaches a corresponding end position, ie before the magnet arm abuts against the limit stops.
  • the initially applied voltage of the coil current and thus also the magnetic force is rapidly built up to achieve a fast start of movement of the magnet armature. Then, by reducing the applied voltage, an unnecessary increase of the coil current is avoided.
  • the reduction can be both before and after reaching a certain force value at which the
  • Magnetic arm starts to move. It is important that a secure tightening of the magnet armature is ensured.
  • the energization of the solenoid valve is chosen too low during operation of such a fuel injection system, its operating time u. U. be so long that the solenoid valve does not close completely in a designated suit hare and thus no sufficient high pressure can be built in the high-pressure pump. To avoid this, the energization is set so that a closing of the solenoid valve is always guaranteed. However, the fixed current is often chosen so high that a relatively fast
  • the object of the present invention is therefore to provide a method and a device which enable a reduction of the audible sound when activating solenoid valves of a quantity control valve.
  • the fuel injection system summarizes a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel.
  • the quantity control valve regulates the amount of fuel delivered by the high-pressure pump.
  • the coil of the solenoid valve is energized according to a desired value for the current in the coil in order to supply it
  • the target size for the current in the coil 21 is lowered when closing the solenoid valve from a predetermined first current setpoint to a predetermined second current setpoint that an emission of audible sound, which arises during the closing of the solenoid valve during operation of the internal combustion engine, at least partially is reduced.
  • the invention thus makes it possible to reduce the audible sound during operation of the internal combustion engine so that it is subjectively more pleasant and quieter.
  • the second current setpoint corresponds to a minimum current value with which a complete closure of the solenoid valve during operation of the internal combustion engine can be achieved.
  • the high-pressure pump is connected to a pressure accumulator to which at least one injection valve is connected.
  • a pressure accumulator to which at least one injection valve is connected.
  • an actual pressure value of the pressure accumulator is compared with an assigned desired pressure value.
  • a failure current value is preferably determined in which the deviation of the actual pressure value from the target pressure value exceeds a predetermined threshold value, the determined failure current value being increased by a predetermined safety offset.
  • a complete closing of the solenoid valve is ensured.
  • a required for operation target pressure value can be specified, wherein the minimum current value in response to a
  • Increase of the desired pressure value during operation of the internal combustion engine is determined.
  • a failure current value is determined in which the increase of the desired pressure value exceeds a predetermined threshold value, the determined failure current value being increased by a predetermined safety offset.
  • the invention can thus be realized inexpensively using already existing components and elements, wherein a reliable and complete closing of the solenoid valve is ensured by increasing the determined failure current value by the predetermined safety offset.
  • the solenoid valve has a magnetic armature, which is pulled to close the solenoid valve against associated Wegbegrenzungsanoeuvre, the audible sound is produced by striking the magenta tank against the Wegbegrenzungsanoeuvre.
  • a tightening behavior of the solenoid valve is slowed down by lowering the setpoint size for the current in the coil from the first setpoint current value to the second setpoint current value, in order to reduce a corresponding velocity of the magnet armature against the travel limit stops.
  • a computer program for carrying out a method for controlling a fuel injection system of an internal combustion engine, the fuel injection system comprising a high-pressure pump, which is associated with a volume control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the quantity control valve the from the high regulates pressure pump pumped amount of fuel and the coil of the solenoid valve is energized in accordance with a desired value for the current in the coil in order to close this for supplying fuel to the high-pressure pump.
  • the computer program lowers the setpoint value for the current in the coil when closing the solenoid valve from a predetermined first current setpoint to a predetermined second current setpoint such that an emission of audible sound produced when the solenoid valve closes during operation of the internal combustion engine, at least partially reduced.
  • an internal combustion engine with a fuel injection system comprising a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the amount of fuel delivered by the high pressure pump from the quantity control valve by energizing the Coil of the solenoid valve according to a desired value for the current in the coil, to close this for supplying fuel to the high-pressure pump, is adjustable.
  • the target size for the current in the coil is at the closing of the solenoid valve from a predetermined first current -So 11 value to a predetermined second current setpoint lowered to a radiation audible sound that arises when the solenoid valve in the operation of the internal combustion engine, at least partially to reduce.
  • Fig. 1 is a schematic representation of a fuel injection system of an internal combustion engine with a high-pressure pump and a quantity control valve;
  • FIG. 2 shows a schematic representation of various functional states of the high-pressure pump from FIG. 1 with an associated time diagram
  • FIG. 3 is a flowchart of a method for controlling the quantity control valve of FIG. 1.
  • Fig. 4 is a schematic representation of the time course of the required drive voltage or the energization of the solenoid valve of Fig. 1 in a drive according to the invention.
  • Fig. 1 shows a schematic representation of a fuel injection system 10 a
  • Internal combustion engine This comprises an electric fuel pump 11, with which fuel is conveyed from a fuel tank 12 and pumped on via a fuel filter 13.
  • the fuel pump 11 is adapted to generate a low pressure.
  • a low-pressure regulator 14 is provided which is connected to the output of the fuel filter 13 and can be returned to the fuel tank 12 via the fuel.
  • a series circuit of a quantity control valve 15 and a mechanical high pressure pump 16 is further connected.
  • the output of the high pressure pump 16 is returned via an overpressure valve 17 to the input of the quantity control valve 15.
  • the output of the high pressure pump 16 is further connected to a pressure accumulator 18, to which a plurality of injection valves 19 are connected.
  • a pressure regulator 33 presets a desired pressure value to be generated by the high-pressure pump 16 for the pressure accumulator 18.
  • the pressure accumulator 18 is often referred to as a rail or common rail.
  • a pressure sensor 20 is connected to the pressure accumulator 18. The activation of the
  • Quantity control valve 15 and the pressure regulator 33 are realized for example by a computer program on a control and regulating device 100, wherein the actual pressure value of the pressure sensor 20 is used.
  • the fuel injection system 10 shown in FIG. 1 is used in the present example to supply the injection valves 19 of a four-cylinder internal combustion engine with sufficient fuel and necessary fuel pressure, so that a reliable injection and safe operation of the internal combustion engine is ensured.
  • the quantity control valve 15 is constructed as a normally open solenoid valve 22 and has a coil 21 through which the solenoid valve 22 can be closed or opened by applying or switching off an electrical current or an electrical voltage.
  • the high-pressure pump 16 has a piston 23 which is actuated by a cam 24 of the internal combustion engine. Of Furthermore, the high-pressure pump 16 is provided with a valve 25. Between the solenoid valve 22, the piston 23 and the valve 25, a delivery chamber 26 of the high pressure pump 16 is present.
  • the delivery chamber 26 can be separated from a fuel supply by the electric fuel pump 11 and thus from the low pressure.
  • the delivery chamber 26 can be separated from the pressure accumulator 18 and thus from the high pressure.
  • the solenoid valve 22 In the initial state, as shown on the left in FIG. 2, the solenoid valve 22 is open and the valve 25 is closed.
  • the open solenoid valve 22 corresponds to the currentless state of the coil 21.
  • the valve 25 is kept closed by the pressure of a spring or the like.
  • FIG 3 shows a flowchart of a method 300 for controlling the fuel injection system 10 of the internal combustion engine of FIGS. 1 and 2 for reducing the audible sound produced during operation of the internal combustion engine when the quantity control valve 15 is switched.
  • the method 300 is implemented as a computer program executable by a suitable control device already provided in the internal combustion engine.
  • the method 300 begins in step S301 with the controlled energization of the coil 21 of the solenoid valve 22.
  • a drive voltage applied to the coil 21 can be switched off, so that a corresponding current is induced in the coil 21.
  • a set value for the current in the coil 21 is set to a first current setpoint.
  • the predetermined first current -So 11 value is given, for example, as a function of time from a suitable characteristic curve.
  • the current in the coil 21 is measured and controlled so that it follows the course of the desired value.
  • step S302 the measured coil current is compared with a predetermined adaptation energization start value. This can e.g. determined by a suitable map. As long as the measured coil current is less than the predetermined adaptation energization start value, the measurement of the coil current and the comparison of the measured coil current with the predetermined adaptation current start value are continued in step S302. If the measured coil current is equal to or greater than the predetermined adaptation energization start value, the method 300 proceeds to step S303.
  • step S303 the set value for the current in the coil 21 is lowered from its current value to a predetermined second current setpoint.
  • the second current setpoint is predetermined, for example, according to a corrected with a correction factor characteristic.
  • the characteristic curve represents the second current setpoint as a function of time.
  • the correction factor influences the current level.
  • the correction factor is lowered, for example, starting from the value 1 at each step S303 by a predetermined value, for example 0.2, until a predetermined minimum value, for example 0.2, has been reached.
  • several characteristic curves with different current levels can be stored in a memory. In this case, for the determination of the second current command value at each step S303, a lower current level characteristic is selected than in the previous pass of step S303.
  • the regulation of the current in the coil 21 is carried out in accordance with the so-changed set value for the current in the coil 21. Subsequently, a step S304 is executed.
  • step S304 a respective current actual pressure value of the pressure accumulator 18 is determined, for. By using the pressure sensor 20. Subsequently, a step S305 is executed.
  • step S305 it is then determined as explained below, whether the current actual pressure value of the pressure accumulator 18 has collapsed. If not, returns the method 300 returns to step S303, where the current setpoint for the current in the coil 21 is lowered again. Accordingly, a plurality of successive subsidence can be carried out (adaptation).
  • step S305 the actual pressure value according to the invention is compared with a desired pressure value, which is predetermined by the pressure regulator 33. If the deviation of the actual pressure value from the desired pressure value exceeds a predefined threshold value, it is assumed that the actual pressure value has collapsed, whereupon the method 300 continues in step S306. Alternatively, from a collapse of the
  • Actual pressure value can also be assumed when the pressure regulator 33 increases the desired pressure value such that this increase exceeds a predetermined increase threshold.
  • step S306 it can be assumed that with the reduced current value with which the coil 21 is energized, if it can be assumed that the current actual pressure value of the pressure accumulator 18 has collapsed, complete closing of the solenoid valve 22 is no longer guaranteed. If the solenoid valve 22 no longer closes completely, the high-pressure pump 16 fails, d. H. the fuel delivery of the high pressure pump 16 is at least limited so that no sufficient high pressure can be built up in the accumulator 18. For this reason, the current current value or actual current value which energizes the coil 21 at this time is also referred to below as the "current drop value".
  • the determined failure current value is increased by a predetermined safety offset in step S306, wherein a minimum current value is determined, with the coil 21 of the solenoid valve 22 in operation the internal combustion engine is to energize to close the solenoid valve 22 reliably and completely.
  • the energization of the solenoid valve 22 can thus be lowered to this minimum current value in each case upon reaching the adaptation onsungsromungsstartwerts at a corresponding closing operation.
  • the operating time of the solenoid valve 22 is maximized in each case, so that the impact speed of the armature 31 is minimized against the Wegbegrenzungsanelle 32 and thus the generated audible sound can be reduced.
  • FIG. 4 shows a diagram 400, which contains an exemplary temporal current profile 410.
  • the diagram 400 illustrates a control of the solenoid valve 22 according to an embodiment of the invention. This begins at a time 405 at which the drive voltage U Bat applied to the coil 21 of the solenoid valve 22 is turned on for a pull-up pulse length 412 as described above with respect to step S301 of FIG. As a result, the current in the coil 21 rises to a current value 421 until the time 425.
  • the current profile 410 represents the adaptation energization start value according to step S302 of FIG. 3. Accordingly, the adaptation according to the invention begins with this current profile 410 as described above with respect to step S303 of FIG.
  • the adaptation according to the invention begins with this current profile 410 as described above with respect to step S303 of FIG.
  • the adaptation according to the invention begins with this current profile 410 as described above with respect to step S303 of FIG.
  • the adaptation energization start value 421 is thereby lowered to a reduced current value 422.
  • the set value for the current in the coil 21 is lowered in a further step at a time 430 to a lower second current setpoint value 431, and then regulated until a time 433.
  • a tightening phase 411 required to close the solenoid valve 22 is completed, and the solenoid valve 22 closes, so that the timing 433 is also referred to as a closing timing.
  • the adaptation according to the invention gradually lowers one or more of the current values 421, 422, 431 in step S303 until the termination condition S305 is met. Thereby, the current waveform 410 is gradually lowered during the tightening phase 411.

Landscapes

  • 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)

Abstract

L'invention concerne un procédé de régulation d'un système d'injection de carburant (10) d'un moteur à combustion interne, le système d'injection de carburant (10) comprenant une pompe à haute pression (16), à laquelle est associée une vanne de commande de quantité (15) présentant une électrovanne (22) actionnée électromagnétiquement par une bobine (21) pour l'amenée du carburant. La vanne de commande de quantité (15) régule la quantité de carburant fournie par la pompe à haute pression (16) et la bobine (21) de l'électrovanne (22) est alimentée électriquement selon une grandeur théorique, afin de fermer cette dernière pour l'amenée de carburant jusqu'à la pompe à haute pression (16). Lors de la fermeture de l'électrovanne (22), la grandeur théorique passe d'une première valeur théorique d'alimentation (422) à une seconde valeur théorique d'alimentation (431) inférieure, de manière à réduire au moins partiellement une émission sonore audible qui se produit à la fermeture de l'électrovanne (22) lorsque le moteur à combustion interne est en marche.
EP09796658A 2008-12-16 2009-12-03 Procédé de régulation d'une électrovanne d'une commande de quantité dans un moteur à combustion interne Active EP2379868B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810054702 DE102008054702A1 (de) 2008-12-16 2008-12-16 Verfahren zur Regelung eines Magnetventils einer Mengensteuerung in einer Brennkraftmaschine
PCT/EP2009/066339 WO2010072536A1 (fr) 2008-12-16 2009-12-03 Procédé de régulation d'une électrovanne d'une commande de quantité dans un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2379868A1 true EP2379868A1 (fr) 2011-10-26
EP2379868B1 EP2379868B1 (fr) 2013-04-03

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP09796658A Active EP2379868B1 (fr) 2008-12-16 2009-12-03 Procédé de régulation d'une électrovanne d'une commande de quantité dans un moteur à combustion interne

Country Status (6)

Country Link
US (1) US8833342B2 (fr)
EP (1) EP2379868B1 (fr)
KR (1) KR101609013B1 (fr)
CN (1) CN102245882B (fr)
DE (1) DE102008054702A1 (fr)
WO (1) WO2010072536A1 (fr)

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KR101609013B1 (ko) 2016-04-04
US20110315124A1 (en) 2011-12-29
WO2010072536A1 (fr) 2010-07-01
KR20110110118A (ko) 2011-10-06
EP2379868B1 (fr) 2013-04-03
DE102008054702A1 (de) 2010-06-17
CN102245882B (zh) 2014-11-26
US8833342B2 (en) 2014-09-16
CN102245882A (zh) 2011-11-16

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