EP2494175B1 - Procédé pour commander et réguler un moteur à combustion interne - Google Patents

Procédé pour commander et réguler un moteur à combustion interne Download PDF

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Publication number
EP2494175B1
EP2494175B1 EP10771023.8A EP10771023A EP2494175B1 EP 2494175 B1 EP2494175 B1 EP 2494175B1 EP 10771023 A EP10771023 A EP 10771023A EP 2494175 B1 EP2494175 B1 EP 2494175B1
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EP
European Patent Office
Prior art keywords
pressure
common rail
rail
rail system
emergency operation
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
EP10771023.8A
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German (de)
English (en)
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EP2494175A1 (fr
Inventor
Armin DÖLKER
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Rolls Royce Solutions GmbH
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MTU Friedrichshafen GmbH
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Publication of EP2494175A1 publication Critical patent/EP2494175A1/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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • F02M63/0275—Arrangement of common rails
    • F02M63/0285—Arrangement of common rails having more than one common rail
    • F02M63/0295—Arrangement of common rails having more than one common rail for V- or star- or boxer-engines
    • 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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors
    • 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
    • F02D2041/224—Diagnosis of the fuel system
    • 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
    • F02D2041/3881—Common rail control systems with multiple common rails, e.g. one rail per cylinder bank, or a high pressure rail and a low pressure rail
    • 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

Definitions

  • the invention relates to a method for controlling and regulating an internal combustion engine with a separate A-side and an independent B-side common rail system, in which in normal operation in each common rail system of the rail pressure via a low-pressure suction throttle as the first pressure actuator in a rail pressure control loop is regulated and at the same time the rail pressure is acted upon via a high-pressure side pressure control valve as a second pressure actuator with a rail pressure disturbance by a pressure control valve volume flow is removed from the rail into a fuel tank via the high-pressure side pressure control valve.
  • a rail pressure control loop comprises a reference junction for determining a control deviation, a pressure regulator for calculating a control signal, the controlled system and a software filter in the feedback branch for calculating the actual rail pressure from the raw values of the rail pressure.
  • the control deviation is calculated from the target rail pressure to the actual rail pressure.
  • the controlled system comprises the pressure actuator, the rail and the injectors for injecting the fuel into the combustion chambers of the internal combustion engine.
  • FIG. 1 shows the DE 103 30 466 B3 a corresponding common rail system, wherein the pressure regulator accesses via the actuating signal to a suction throttle arranged on the low pressure side.
  • the inlet cross-section to the high-pressure pump and thus the delivered fuel volume are determined via the suction throttle.
  • the actual rail pressure is the relevant input variable.
  • a defective rail pressure sensor or an error in the signal detection of the rail pressure causes a wrong actual rail pressure and causes a faulty control of both the suction throttle as the first pressure actuator and the pressure control valve as a second pressure actuator.
  • An error protection in case of failure of the rail pressure sensor is not shown in the specified reference.
  • a passive pressure relief valve is provided as a protective measure against too high a rail pressure, for example after a cable break in the power supply to the suction throttle. If the rail pressure exceeds a critical value, for example 2400 bar, the pressure relief valve opens. The fuel is then discharged from the rail into the fuel tank via the opened pressure relief valve.
  • a pressure level which depends on the injection quantity and the engine speed. At idle, this pressure level is about 900 bar, while at full load it is about 700 bar.
  • the invention is therefore based on the object in an internal combustion engine with a separate A-side and an independent B-side common rail system together with passive pressure relief valve and pressure control valve to make the control of the rail pressure safer.
  • a first emergency operation is set for the A-side common rail system, while the error-free B-side common rail system continues to be used normal operation remains set.
  • the A-side pressure control valve and the A-side intake throttle are actuated as a function of the same default size in the A-side common rail system. If the rail pressure sensor and additionally the pressure control valve fail in the A-side common rail system, a second emergency operation is set for the A-side common rail system.
  • the suction throttle is then controlled in the A-side common rail system in such a way that the rail pressure increases successively until the response of the passive pressure relief valve. If the A-side common rail system is error-free and the errors occur in the B-side common rail system, the procedure is analogous.
  • the invention provides in one embodiment that is set by setting the second emergency operation for the A-side common rail system, the target rail pressure of the error-free B-side common rail system to a constant emergency service rail pressure. If, on the other hand, the second emergency mode is set for the B-side common rail system, then the nominal rail pressure of the fault-free A-side common rail system is set to the emergency service rail pressure in an analogous manner.
  • the energization duration of the injectors is calculated via an injector map as a function of a desired injection quantity and the actual rail pressure.
  • the actual rail pressure on the A side is switched as a function of the ignition sequence to the B-side actual rail pressure as the input variable of the injector map.
  • a target map rail pressure is used instead of the A-side actual rail pressure.
  • a rail pressure average is set as the input parameter for the injector map.
  • the rail pressure mean value is set to, for example, 800 bar. This pressure value corresponds to the mean value of the pressure range which occurs when the passive pressure relief valve is open.
  • the rail pressure can still be set with a sufficient approximation using the pressure control valve. Since in this case the energization duration of the injectors is calculated with high accuracy, the contribution of the affected rail to the engine power is, with insignificantly higher emission values, maximum.
  • the pressure control valve thus allows redundancy in case of failure of the rail pressure sensor.
  • the second emergency operation can still be represented by Absteuem the fuel via the passive pressure relief valve stable engine operation. There is therefore a double redundancy.
  • FIG. 1 shows a system diagram of an electronically controlled internal combustion engine 1 in V-arrangement with a stand-alone common rail system on the A-side and a stand-alone common rail system on the B-side.
  • the A-side and B-side common rail systems are identically constructed and hydraulically separated from each other.
  • the components of the A-side are at the reference numeral with the suffix A and the components of the B-side marked with the suffix B at the reference numerals.
  • the common rail system on the A side comprises as mechanical components a low-pressure pump 3A for conveying fuel from a fuel tank 2, a low-pressure side suction throttle 4A as a first pressure actuator for influencing the volume flow, a high-pressure pump 5A, a rail 6A and injectors 7A for injection of fuel in the combustion chambers of the internal combustion engine 1.
  • the common rail system can also be designed with Agreement arrivedn, then for example in the injector 7A a single memory is integrated as an additional buffer volume.
  • a passive pressure relief valve 9A is provided, which opens, for example, at a rail pressure of 2400 bar and abgrest the fuel from the rail 6A in the fuel tank 2 in the open state.
  • the A-side common rail system is supplemented by an electrically controllable pressure control valve 11A, via which an adjustable volume flow is diverted into the tank. This volume flow will be referred to in the text as pressure control valve volume flow.
  • the internal combustion engine 1 is controlled via an electronic engine control unit 10 (ECU), which contains the usual components of a microcomputer system, for example a microprocessor, I / O components, buffers and memory components (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic control unit 10 from the input variables, the output variables.
  • ECU electronic engine control unit 10
  • B-side rail pressure pCR (B) B-side rail pressure pCR
  • a size ON are shown as inputs to the electronic engine control unit 10.
  • the A-side rail pressure pCR (A) is detected by an A-side rail pressure sensor 8A and the B-side rail pressure pCR (B) by a B-side rail pressure sensor 8B.
  • the size ON is representative of the other input signals, for example for an engine speed or for a performance request of the operator.
  • the illustrated outputs of the electronic engine control unit 10 are a PWM signal PWMSD (A) for driving the A-side intake throttle 4A, a power-determining signal ve (A) for driving the A-side injectors 7A, a PWM signal PWMSD (B) for driving the B-side suction throttle 4B, a power-determining signal ve (B) for driving the B-side injectors 7B, a PWM signal PWMDV (A) for driving the A-side pressure control valve 11A, a PWM signal PWMDV (B) for driving the B-side pressure regulating valve 11 B and a size OFF.
  • the latter is representative of the other control signals for controlling the internal combustion engine 1, for example, a control signal for controlling an EGR valve.
  • Characteristic feature of the illustrated embodiment is the independent control of the A-side rail pressure pCR (A) from the B-side rail pressure pCR (B).
  • FIG. 12 shows the A-side rail pressure control loop 12A for controlling the A-side rail pressure pCR (A) and the B-side rail pressure control loop 12B.
  • the A-side rail pressure control loop and the B-side rail pressure control loop are constructed identically, so that the description of the A-side rail pressure control loop 12A also applies to the B-side rail pressure control loop.
  • the input values of the A-side rail pressure control circuit 12A are: a target rail pressure pSL, a target consumption VVb, a rail pressure disturbance VSTG (A), the engine speed nMOT, a signal NB1 (A), a signal NB2 (A) , an emergency operating current value iNB and a quantity E1.
  • Size E1 comprises a basic PWM frequency, the battery voltage and the ohmic resistance of the intake throttle coil with supply line, which are included in the calculation of the PWM signal.
  • the signal NB1 (A) corresponds to the first emergency operation, which is set at a defective A-side rail pressure sensor and non-defective A-side pressure control valve of the A-side common rail system.
  • the signal NB2 (A) corresponds to the second emergency operation, which is set at a defective A-side rail pressure sensor and at the same time defective A-side pressure control valve of the A-side common rail system.
  • the output of the A-side rail pressure control circuit 12A is the raw value of the A-side rail pressure pCR (A). The further description initially takes place for normal operation, in which the switches S1A and S2A are in the position 1.
  • the actual rail pressure pIST (A) is calculated by means of a filter 13A. Also from the raw values of the rail pressure pCR (A), a dynamic rail pressure pDYN (A) is calculated via a filter 18A, which is included in the calculation of the control variable of the pressure control valve.
  • the filter 18A has a smaller one Phase delay as the filter 13A.
  • the actual rail pressure pIST (A) is compared with the desired rail pressure pSL, resulting in a control deviation ep (A).
  • a pressure regulator 14A calculates its manipulated variable, which corresponds to a regulator volume flow VR (A) with the physical unit liters / minute.
  • the calculated nominal consumption VVb and the rail pressure disturbance VSTG (A) are added at a summation point B.
  • the setpoint consumption VVb is calculated as a function of a desired injection quantity and the engine speed ( Fig. 3 ).
  • the result of the addition corresponds to an unlimited A-side target volume flow VSLu (A), which is the input of a function block 15A.
  • the limitation limits the unlimited volumetric flow VSLu (A) as a function of the engine speed nMOT and calculates an electric current iKL (A) via the pump characteristic.
  • the pump characteristic is designed in such a way that a decreasing current iKL (A) is assigned to an increasing nominal volume flow. Since, in normal operation, the switch S2A is in the position 1, the set current iSL (A) corresponds to the current iKL (A) calculated via the function block 15A.
  • the target current iSL (A) is an input of the calculation PWM signal 16A.
  • a PWM signal PWMSD (A) is calculated as a function of the desired current iSL (A), with which the solenoid of the A-side suction throttle is then driven.
  • the path of the magnetic core is changed, whereby the flow rate of the A-side high-pressure pump is influenced freely.
  • the A-side suction throttle is normally open and is acted upon with increasing PWM value in the direction of the closed position.
  • the A-side suction throttle, the A-side high-pressure pump and the A-side rail are combined in the unit 17A.
  • the control of the A-side intake throttle can be subordinated to a current control loop, in which the Saugdrosselstrom is detected as a controlled variable.
  • the A-side rail pressure pCR (A) generated by the high-pressure pump in the A-side rail is then detected via the A-side rail pressure sensor. This closes the A-side rail pressure control loop.
  • the value of a leakage volume flow VLKG is applied. This is calculated via a leakage map 19 as a function of the desired injection quantity QSL and the engine speed nMOT.
  • the desired injection quantity QSL in turn, can either be calculated via a characteristic map as a function of the power requirement or corresponds to the manipulated variable of a speed controller.
  • the unlimited nominal volume flow VSLu (A) is calculated from the sum of the output value of the switch S1A, the target consumption VVb and the rail pressure disturbance variable VSTG (A). The latter is calculated in the first emergency operation.
  • the second emergency mode NB2 (A) is set.
  • the switch S1A assumes the position 1 and the switch S2A changes to the position 2.
  • the setpoint current iSL (A) corresponds to an emergency operating current value iNB.
  • the emergency operating current value iNB is in this case selected so that it reliably opens the passive pressure limiting valve, here: the A-side pressure limiting valve (FIG. Fig. 1 : 9A) is coming.
  • iNB 0.4 A
  • the first emergency mode NB1 (B) is set for the B-side common rail system, ie the switch S1 B changes to position 2
  • the second emergency operation NB2 (B) for the B-side common rail system is then set by the switch S1B in the position 1 and the switch S2B in the position 2 is redirected. See also the FIG. 5 ,
  • FIG. 3 is shown as a block diagram of the A-side rail pressure control loop 12A with a controller 20A.
  • the A-side pressure regulating valve volume flow VDRV (A) is set.
  • the controller for the B-side pressure regulating valve is identical to the controller 20A, so that the description for the controller 20A also applies to the control of the B-side pressure regulating valve.
  • the inputs of the controller 20A are: the engine speed nMOT, the target injection amount QSL or a target torque MSL, the first emergency operation NB1 (A), the size E1 for the conversion of the PWM signal PWMDV (A), and a quantity E2.
  • the desired injection quantity QSL is either calculated via a characteristic map as a function of the power requirement or corresponds to the manipulated variable of a speed controller.
  • the physical unit of the target injection amount QSL is mm 3 / stroke.
  • the setpoint torque MSL is used instead of the set injection quantity QSL.
  • the outputs of the controller 20A are the pressure control valve volume flow VDRV (A), the target consumption VVb, and the rail pressure disturbance VSTG (A).
  • the target consumption VVb and the rail pressure disturbance VSTG (A) are input to the A-side rail pressure control circuit 12A.
  • the target consumption VVb which is an input of the rail pressure control loop 12A.
  • the desired volume flow VSLDV (A) of the pressure regulating valve is an input of a pressure regulating valve map 22A.
  • the second input represents the A-side actual rail pressure pIST (A) because the switch S5A is in the 1 position.
  • a desired current iSLDV (A) of the pressure regulating valve 11A is then calculated and converted into the duty cycle PWMDV (A) by means of a PWM calculation 23A, with which the pressure regulating valve 11A is actuated.
  • the conversion can be subordinated to a current control, current control loop 25A with filter 24A, in which the controlled variable corresponds to the adjusting the pressure regulating valve 11A electrical current.
  • the output signal of the pressure regulating valve 11A corresponds to the pressure regulating valve volume flow VDRV (A), that is to say the fuel volume flow which is diverted from the A-side rail into the fuel tank.
  • the first emergency operation NB1 (A) is set for the A-side common rail system, whereby the switches S3A, S4A and S5A in the position Change 2.
  • a setpoint emergency operating volume flow VSLNB is now an input variable of the pressure control valve characteristic map 22A.
  • the target emergency operating volume flow VSLNB is calculated via an emergency operating characteristic map 27 as a function of the desired injection quantity QSL and the engine speed nMOT.
  • the emergency operating map 27 is designed in such a way that a pressure regulating valve volume flow VDRV (A) greater than zero (VDRV (A)> 0 liter / minute) is diverted from the rail into the fuel tank over the entire operating range of the internal combustion engine.
  • VDRV (A) 0 liter / minute
  • VDRV (A) 0 liter / minute
  • the setpoint emergency operating volume flow is VSLNB both the default size for the high pressure side arranged, A-side pressure control valve 11A and for the low pressure side arranged, A-side intake throttle in the rail pressure control loop 12A.
  • the second input of the pressure control valve map 22A is now the target rail pressure pSL since the switch S5A is in the 2 position.
  • the setpoint current iSLDV (A) for the pressure regulating valve is therefore calculated via the pressure regulating valve characteristic map 22A as a function of the setpoint rail pressure pSL and the set emergency operating volume flow VSLNB.
  • the conversion into the pressure regulating valve volume flow VDRV (A) then takes place as described above.
  • the FIG. 4 shows in a block diagram the A-side rail pressure control loop 12A, the B-side rail pressure control loop 12B and an injector 28.
  • this calculation again shows the calculation 26, via which, depending on the target injection quantity QSL and the engine speed nMOT the target consumption VVb is calculated for the two rail pressure control loops.
  • the input variables of the block diagram are the desired torque MSL, the engine speed nMOT, the target injection quantity QSL, the ignition sequence ZF, a pressure pA and a pressure pB.
  • the output variables of the block diagram are the energization duration BD for controlling the injectors, the A-side rail pressure pCR (A) and the B-side rail pressure pCR (B).
  • the reference variable of the A-side rail pressure control loop 12A corresponds to the target rail pressure pSL.
  • the command value of the B-side rail pressure control loop 12B also corresponds to the target rail pressure pSL.
  • the desired rail pressure pSL corresponds to the nominal map rail pressure pSLKF calculated via the map 29.
  • the energization duration BD is calculated via the injector map 28.
  • the first input is the target injection quantity QSL.
  • the second input variable is the pressure pINJ, which in turn corresponds to the pressure pA or pB depending on the position of the switch S7.
  • Switched is the Switch S7 via the ignition sequence ZF.
  • the pressure pA corresponds to the A-side actual rail pressure pIST (A) and the pressure pB corresponds to the B-side actual rail pressure pIST (B). In the FIG. 6 this corresponds to the current number 1.
  • the first emergency operation NB1 (A) is set for the A-side common rail system.
  • the pressure pA for the injector map 28 corresponds to the desired map rail pressure pSLKF.
  • the pressure pB also corresponds to the B-side actual rail pressure pIST (B) when the B-side common rail system is faultless, that is, the B-side rail pressure sensor and the B-side pressure control valve are not defective. In the FIG. 6 this corresponds to the sequential number 2. The reverse case is in the FIG. 6 shown under the serial number 3.
  • the second emergency operation NB2 (A) is set for the A-side common rail system.
  • the pressure pA for the injector map 28 is set to the rail pressure mean value pM, for example 800 bar. Since the B-side common rail system operates without errors, the pressure pB continues to correspond to the B-side actual rail pressure pIST (B). In the FIG. 6 this corresponds to the sequential number 7. If the A-side common rail system is in NB2 (A) in the second emergency mode, after opening the A-side pressure relief valve ( Fig. 1 : 9A) a rail pressure in the range of 700 bar to 900 bar.
  • the B-side common rail system is in normal operation, its rail pressure pCR (B) can be ⁇ 2000 bar.
  • pNB 1500 bar.
  • the switch S6B is reversed to the position 2. See also the FIG. 5 in which switch S6B either maintains position 1 or changes to position 2 when the option is used.
  • the pressure pA and the pressure pB for the injector map 28 are set to the rail pressure mean value pM. This case is in the FIG. 6 shown as a serial number 16.

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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)

Claims (10)

  1. Procédé de commande et de régulation d'un moteur à combustion interne (1) comprenant un système à rampe de distribution commune autonome du côté A et un système à rampe de distribution commune autonome du côté B, avec lequel, en fonctionnement normal, la pression de rampe de distribution (pCR(A), pCR(B)) dans chaque système à rampe de distribution commune est régulée par le biais d'un obturateur d'aspiration (4A, 4B) côté basse pression faisant office de premier élément de réglage de la pression dans un circuit de réglage de la pression de rampe de distribution (12A, 12B) et en même temps la pression de rampe de distribution (pCR(A), pCR(B)) est chargée avec une grandeur parasite de pression de rampe de distribution par le biais d'une vanne régulatrice de pression (11A, 11B) côté haute pression faisant office de deuxième élément de réglage de la pression en ce qu'un débit volumique de vanne régulatrice de pression (VDRV(A), VDRV(B)) est déchargé de la rampe de distribution (6A, 6B) dans un réservoir de carburant (2) par le biais de la vanne régulatrice de pression (11A, 11B) côté haute pression, avec lequel un premier mode de fonctionnement de secours (NB1(A), NB1(B)) pour le système à rampe de distribution commune concerné est établi si un capteur de pression de rampe de distribution (8A, 8B) défectueux ainsi qu'une vanne régulatrice de pression (11A, 11B) non défectueuse sont détectés dans ce système à rampe de distribution commune, un deuxième mode de fonctionnement de secours (NB2 (A), NB2 (B)) pour le système à rampe de distribution commune concerné est établi si un capteur de pression de rampe de distribution (8A, 8B) défectueux et en même temps une vanne régulatrice de pression (11A, 11B) défectueuse sont détectés dans ce système à rampe de distribution commune, et avec lequel le mode de fonctionnement normal reste toujours maintenu pour l'autre système à rampe de distribution commune non défaillant.
  2. Procédé selon la revendication 1, caractérisé en ce que dans le premier mode de fonctionnement de secours (NB1(A), NB1(B)) dans le système à rampe de distribution commune concerné, la vanne régulatrice de pression (11A, 11B) côté haute pression et l'obturateur d'aspiration (4A, 4B) côté basse pression sont commandés en fonction de la même grandeur de consigne.
  3. Procédé selon la revendication 2, caractérisé en ce que la grandeur de consigne correspond à un débit volumique de mode de fonctionnement de secours de consigne (VSLNB) qui est calculé par le biais d'un diagramme caractéristique de mode de fonctionnement de secours (27) en fonction d'une quantité injectée de consigne (QSL) et de la vitesse de rotation du moteur (nMOT).
  4. Procédé selon la revendication 3, caractérisé en ce que le diagramme caractéristique de mode de fonctionnement de secours (27) est réalisé sous une forme telle que dans la totalité de la plage de fonctionnement du moteur à combustion interne (1), un débit volumique de vanne régulatrice de pression (VDRV(A), VDRV(B)) est déchargé de la rampe de distribution (6A, 6B) dans le réservoir de carburant (2).
  5. Procédé selon la revendication 1, caractérisé en ce que dans le deuxième mode de fonctionnement de secours (NB2(A), NB2(B)) dans le système à rampe de distribution commune concerné, l'obturateur d'aspiration (4A, 4B) est commandé de telle sorte que la pression de rampe de distribution (pCR(A), pCR(B)) est augmentée successivement jusqu'à la réaction d'une vanne de limitation de la pression passive (9A, 9B).
  6. Procédé selon la revendication 5, caractérisé en ce qu'avec l'établissement du deuxième mode de fonctionnement de secours (NB2(A)) pour le système à rampe de distribution commune du côté A, la pression de rampe de distribution de consigne (pSL) du système à rampe de distribution commune du côté B non défaillant est fixée à une pression de rampe de distribution de secours (pNB) ou, avec l'établissement du deuxième mode de fonctionnement de secours (NB2(B)) pour le système à rampe de distribution commune du côté B, la pression de rampe de distribution de consigne (pSL) du système à rampe de distribution commune du côté A non défaillant est fixée à la pression de rampe de distribution de secours (pNB).
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'en mode de fonctionnement normal, une inversion est effectuée de la pression de rampe de distribution réelle côté A (pIST(A)) en fonction de la séquence d'allumage (ZF) sur la pression de rampe de distribution réelle côté B (pIST(B)) en tant que grandeur d'entrée d'un diagramme caractéristique d'injecteur (28) en vue de calculer une durée du courant d'alimentation (BD) de l'injecteur (7A, 7B), en ce qu'avec l'établissement du premier mode de fonctionnement de secours (NB1(A)) pour le système à rampe de distribution commune du côté A et le système à rampe de distribution commune du côté B non défaillant, une pression de rampe de distribution de diagramme caractéristique de consigne (pSLKF) est fixée en tant que grandeur d'entrée à la place de la pression de rampe de distribution réelle côté A (pIST(A)) et en ce qu'avec l'établissement du premier mode de fonctionnement de secours (NB1(B)) pour le système à rampe de distribution commune du côté B et le système à rampe de distribution commune du côté A non défaillant, la pression de rampe de distribution de diagramme caractéristique de consigne (pSLKF) est fixée en tant que grandeur d'entrée à la place de la pression de rampe de distribution réelle côté B (pIST(B)).
  8. Procédé selon la revendication 7, caractérisé en ce qu'avec l'établissement du deuxième mode de fonctionnement de secours (NB2(A)) pour le système à rampe de distribution commune du côté A, une valeur moyenne de la pression de rampe de distribution (pM) est fixée en tant que grandeur d'entrée pour le diagramme caractéristique d'injecteur (28) et avec l'établissement du deuxième mode de fonctionnement de secours (NB2(B)) pour le système à rampe de distribution commune du côté B, la valeur moyenne de la pression de rampe de distribution (pM) est fixée en tant que grandeur d'entrée pour le diagramme caractéristique d'injecteur (28).
  9. Procédé selon les revendications 7 et 8, caractérisé en ce que la deuxième grandeur d'entrée du diagramme caractéristique d'injecteur (28) correspond à la quantité injectée de consigne (QSL) qui est calculée par le biais d'un régulateur de vitesse de rotation en tant que sa grandeur de commande.
  10. Procédé selon les revendications 7 et 8, caractérisé en ce que la quantité injectée de consigne (QSL) correspond à une position de la pédale d'accélérateur.
EP10771023.8A 2009-10-30 2010-10-20 Procédé pour commander et réguler un moteur à combustion interne Active EP2494175B1 (fr)

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DE102009051390.6A DE102009051390B4 (de) 2009-10-30 2009-10-30 Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
PCT/EP2010/006418 WO2011050920A1 (fr) 2009-10-30 2010-10-20 Procédé pour commander et réguler un moteur à combustion interne

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CN102762843A (zh) 2012-10-31
WO2011050920A1 (fr) 2011-05-05
US20120215424A1 (en) 2012-08-23
US8886439B2 (en) 2014-11-11
DE102009051390B4 (de) 2015-10-22
CN102762843B (zh) 2015-12-16
EP2494175A1 (fr) 2012-09-05

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