EP2520788A2 - Procédé de commander d'un système d'injection de carburant d'un moteur à combustion interne - Google Patents

Procédé de commander d'un système d'injection de carburant d'un moteur à combustion interne Download PDF

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Publication number
EP2520788A2
EP2520788A2 EP12165871A EP12165871A EP2520788A2 EP 2520788 A2 EP2520788 A2 EP 2520788A2 EP 12165871 A EP12165871 A EP 12165871A EP 12165871 A EP12165871 A EP 12165871A EP 2520788 A2 EP2520788 A2 EP 2520788A2
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
control
injection valve
determined
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.)
Withdrawn
Application number
EP12165871A
Other languages
German (de)
English (en)
Inventor
Markus Strasser
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 EP2520788A2 publication Critical patent/EP2520788A2/fr
Withdrawn legal-status Critical Current

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/3809Common rail control systems
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/22Safety or indicating devices for abnormal conditions
    • F02D41/222Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223Diagnosis of fuel pressure sensors
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/24Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425Particular ways of programming the data
    • F02D41/2429Methods of calibrating or learning
    • F02D41/2438Active learning methods
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/24Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425Particular ways of programming the data
    • F02D41/2429Methods of calibrating or learning
    • F02D41/2451Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464Characteristics of actuators
    • F02D41/2467Characteristics of actuators for injectors
    • F02D41/247Behaviour for small quantities

Definitions

  • the invention relates to a method according to the preamble of claim 1, and a computer program and a control and / or regulating device according to the independent claims.
  • the invention relates to a method for operating a fuel injection system of an internal combustion engine, provided in the pressurized fuel in a pressure accumulator and a present in the pressure accumulator fuel pressure is controlled by means of a pressure control.
  • a pressure control According to the invention, at least one withdrawal of fuel from the pressure accumulator takes place in a first measurement interval, and in a second measurement interval, no such removal of fuel from the pressure accumulator takes place.
  • an operating variable of the pressure control is determined. By means of the operating variable, it is possible to determine a rate of the fuel respectively withdrawn from the pressure accumulator.
  • the "rate” of the fuel is understood to mean the quotient of an amount of fuel (or control quantity) withdrawn or supplied to the accumulator and an associated time interval.
  • the amount of fuel taken during the first measuring interval is determined in the at least one sampling from a difference of the determined operating variables of the pressure control.
  • the difference characterizes the respectively withdrawn rate of the fuel.
  • the first and second measurement intervals are arranged adjacent to one another in terms of time.
  • the measurement intervals follow very briefly or even directly on each other, and have an equal duration.
  • a specific order of the two measurement intervals is not required, that is, the second measurement interval may be behind the time or before the first measurement interval.
  • the first or the second measurement interval comprise a duty cycle of the internal combustion engine or a part of a working cycle or several working cycles. It is not necessary that fuel is injected into the combustion chamber of the internal combustion engine during the measurement intervals, as will be explained below.
  • the inventive method has the advantage that a pressure sensor of a pressure control in a fuel injection system of an internal combustion engine can be monitored and quantitatively evaluated. This generally requires no additional components or components. The process can be carried out comparatively accurately and with long-term stability.
  • the at least one removal of fuel takes place by a servo valve of an injection valve of the internal combustion engine is controlled such that a control amount of the fuel is removed, in which the injection valve is not already injecting fuel into a combustion chamber of the internal combustion engine.
  • the injection valve is driven so short that the servo valve is indeed actuated, but for example, a cooperating with an outlet opening (injector) of the injector valve needle does not lift off its valve seat ("blank shot").
  • blade shot a cooperating with an outlet opening (injector) of the injector valve needle does not lift off its valve seat
  • the amount of fuel required to briefly actuate the servo valve is fed into an injector return, thereby reducing the pressure in the pressure accumulator by a corresponding amount.
  • a defined additional amount of fuel is removed from the accumulator via the described control of the injection valve, that is, a control of the injector actuating actuator, which is compensated quickly by means of the pressure control.
  • leakage of the injection valve which, like the control quantity withdrawn according to the invention, is conducted into the injector return, results in removal of fuel from the pressure accumulator. This is continuously compensated by the pressure control.
  • the leaks are comparatively strongly dependent on a fuel pressure and on the fuel temperature.
  • the leaks can over the life of the injector, that is, these generally become larger with time.
  • the respective control amounts are substantially dependent on the fuel pressure and the duration of the drive. Further, there may be little dependence of the control amounts on the fuel temperature and the type of fuel.
  • control quantities do not or only insignificantly depend on the aging of the injection valve.
  • the control quantities of the fuel thus depend essentially solely on the fuel pressure.
  • the pressure sensor can therefore be quantitatively monitored, wherein the leaks in the first and the second measuring interval are the same and thus do not influence the difference of the determined operating variables.
  • An embodiment of the invention provides that one or the servo valve of one or the injection valve of the internal combustion engine is repeatedly actuated in the first measuring interval for the removal of a control amount, wherein the control preferably takes place periodically.
  • the majority of the extracted control amounts in the sum of the extracted fuel amount larger, whereby the accuracy of the method can be improved.
  • the periodic control also simplifies the process.
  • Carrying out the method is simplified and improved when the method is carried out in an operating mode of the internal combustion engine in which usually no injection of fuel into a combustion chamber of the internal combustion engine is provided, in particular in a coasting operation and / or a gas exchange phase.
  • possible interference can be minimized and the operating conditions of the internal combustion engine can be reproduced particularly well during the measurement intervals.
  • the gas exchange phase it is also possible to carry out the method in a load operation of the internal combustion engine.
  • the removal of the control amount in the first measurement interval is carried out with a constant rate as possible, for example by means of the above-described periodic control.
  • the state of the pressure sensor is closed by one of the removal rate of the fuel dependent operating variable, for example, a manipulated variable or a variable characterizing the manipulated variable size of the pressure control is determined.
  • a defined quantity or rate of the fuel is additionally taken from the pressure accumulator, and not in a second case (second measuring interval).
  • the injection valve is electrically actuated in a suitable manner in the first measuring interval, and not actuated in the second measuring interval, for example.
  • the remaining operating conditions of the fuel injection system should be comparable in the first and second measurement intervals.
  • the fuel pressure in the pressure accumulator is regulated as constantly as possible to the desired pressure value by means of the pressure control.
  • the pressure control adjusts the manipulated variable appropriately. Because a larger rate of fuel is withdrawn from the accumulator in the first measurement interval than in the second measurement interval, the values of the operating quantity are correspondingly different.
  • the control amount for a single operation of the servo valve is relatively independent of aging in conventional embodiments of injectors.
  • a likewise substantially age-independent removal rate of the fuel results.
  • the resulting difference therefore depends essentially on the fuel pressure and the withdrawal rate.
  • the change in the operating variable or manipulated variable of the pressure control compared to the first to the second measurement interval is thus a relatively accurate measure of the nachzu carende in the pressure accumulator rate of the fuel.
  • the pressure sensor indicates too high a fuel pressure of the accumulator, that is, the actual fuel pressure is smaller.
  • the condition of the pressure sensor can be quantitatively evaluated and its function can be made plausible.
  • the operating variable of the pressure control is determined at different fuel pressures and / or at different fuel temperatures and / or different fuel types and / or with different drive durations for the injection valve or the servo valve of the injection valve.
  • these parameters are recorded or stored with.
  • the storage can be done for example by means of a table and / or a map in a data memory of the control and / or regulating device. Thereby, a comparison of the respective control amounts to a new state of the fuel injection system in dependence of these parameters can take place and the accuracy of the method can thus be improved.
  • a count number (for example 1 to 4 in a four-cylinder engine) of the injection valve can be determined as a parameter and used for the method.
  • a count number for example 1 to 4 in a four-cylinder engine
  • the injector may be manufactured by measuring patterns of the injector on a hydraulic test bench.
  • the servo valve of the injection valve is controlled such that a control amount of the fuel is taken, in which the injection valve is not already settling fuel, and wherein the withdrawn control amount determined and the control amount characterizing size and / or a withdrawal rate of the fuel and / or a difference in the operating variable between the first and the second measuring interval as a function of a fuel pressure and / or a fuel temperature and / or a fuel grade and / or a Control period for the injection valve or the servo valve of the injection valve is stored in a map.
  • the control quantities thus determined on the patterns can be stored in the respective control and / or regulating device of the internal combustion engine as a function of the parameters mentioned for a series of injection valves. As a result, in a new state of the internal combustion engine or the fuel injection system, a determination of the control amount is no longer required, which costs can be saved.
  • the method according to the invention is carried out at least partially by means of a computer program which is stored on the control and / or regulating device of the internal combustion engine.
  • FIG. 1 an internal combustion engine 1 of a motor vehicle is shown, in which a piston 2 in a cylinder 3 back and forth is movable.
  • the cylinder 3 is provided with a combustion chamber 4 which is delimited inter alia by the piston 2, an inlet valve 5 and an outlet valve 6.
  • an intake valve 5 With the intake valve 5, an intake pipe 7 and with the exhaust valve 6, an exhaust pipe 8 is coupled.
  • the injection valve 9 comprises a - in the drawing of FIG. 1 not shown - servo valve, which can be actuated by an actuator 18. With a sufficient drive duration of the servo valve, fuel can be injected into the combustion chamber 4. With the spark plug 10, the fuel in the combustion chamber 4 can be ignited.
  • a fuel injection system of the internal combustion engine 1 is designated by the reference numeral 100.
  • a rotatable throttle valve 11 is housed, via which the intake pipe 7 air can be supplied.
  • the amount of air supplied is dependent on the angular position of the throttle valve 11.
  • a catalyst 12 is housed, which serves to purify the exhaust gases resulting from the combustion of the fuel.
  • a low-pressure line 21 supplies fuel to a metering device 22 and to a high-pressure pump 23 coupled to the metering device 22.
  • the high-pressure pump 23 is a - not visible in the drawing - electric and / or mechanical fuel pump, which is adapted to promote fuel with a respectively required pressure.
  • the high-pressure pump 23 conveys the fuel by means of a supply line 24 into an accumulator 13.
  • the injection valve 9 is connected via a pressure line 20 to the pressure accumulator 13.
  • the injection valves 9 of the remaining (not shown) cylinder 3 of the internal combustion engine 1 are connected to the pressure accumulator 13; However, this is in the drawing of FIG. 1 indicated only by means of short vertical lines on the pressure accumulator 13.
  • a pressure sensor 14 is arranged on the pressure accumulator 13, with which the pressure in the pressure accumulator 13 can be measured. This pressure is that pressure which is exerted on the fuel and with which therefore the fuel can be injected via the injection valve 9 into the combustion chamber 4 of the internal combustion engine 1.
  • the fuel injection system 100 may also have a pressure regulating valve 14 a, which is designed to remove fuel from the pressure accumulator 13.
  • a control and / or regulating device 15 in the upper right portion of the drawing according to FIG. 1 is acted upon by input signals 16, which represent measured by sensors operating variables of the internal combustion engine 1.
  • the control and / or regulating device 15 is connected to the pressure sensor 14, an air mass sensor in the intake pipe 7, a lambda sensor in the exhaust pipe 8, a speed sensor and the like.
  • the control and / or regulating device 15 generates output signals 17 with which the behavior of the internal combustion engine 1 can be influenced via actuators or actuators.
  • the control and / or regulating device 15 is connected to the actuator 18 of the injection valve 9, the spark plug 10, the throttle valve 11, the pressure regulating valve 14 a and the like, and generates the signals required for their control.
  • the control and / or regulating device 15 comprises a computer program 26 and a map 28.
  • control and / or regulating device 15 is provided to control and / or regulate operating variables of the internal combustion engine 1.
  • the fuel mass injected from the injection valve 9 into the combustion chamber 4 is controlled and / or regulated by the control and / or regulating device 15 as a function of a desired torque of the internal combustion engine 1 taking into account low fuel consumption and / or low pollutant development.
  • fuel is conveyed into the pressure accumulator 13.
  • This fuel is injected via the injection valves 9 of the individual cylinders 3 into the associated combustion chambers 4.
  • burns are generated in the combustion chambers 4, through which the piston 2 are set in a reciprocating motion. These movements are transmitted to a crankshaft, not shown, and exert on this a torque.
  • a current fuel pressure in the pressure accumulator 13 is determined.
  • the metering device 22 is controlled by the control and / or regulating device 15 such that a respectively required fuel pressure in the pressure accumulator 13 can be kept as constant as possible.
  • the pressure regulating valve 14a can also be actuated in a manner known per se in order to influence the fuel pressure in the pressure accumulator 13.
  • the pressure regulating valve 14a can be assigned its own manipulated variable (comparable to the manipulated variable 25 of the metering device 22).
  • the fuel pressure, the fuel temperature, and the fuel grade are taken into consideration as parameters.
  • FIG. 2 2 shows a bar graph showing two aging states of the fuel injection system 100.
  • a bar graph 30 left in the drawing describes a new state of the fuel injection system 100 and the injector 9.
  • a right-hand bar diagram 32 in the drawing describes a state of the fuel injection system 100 and the injector 9, respectively operating time.
  • Perpendicular to an abscissa 34 flow rates 36 of the fuel are applied, which in the present case are caused by leaks 38 and 40 on the one hand, and control amounts 42 and 44 of the injection valve 9 on the other hand.
  • horizontal dashed lines indicate respectively a first flow 46 and 48, and a second flow 50 and 52, respectively.
  • first flow rates 46 and 48 of the respective leakage 38 and 40 of the Injector 9 correspond to the first flow rates 46 and 48 of the respective leakage 38 and 40 of the Injector 9, and the second flow rates 50 and 52 of the respective leakage 38 and 40 plus the respective control amount 42 and 44th
  • the control quantities 42 and 44 are the same. Therefore, the control amounts 42 and 44, respectively, are used to calculate in a first measurement interval 60 (see the following Figures 3 and 4 ) to allow a defined removal of fuel from the pressure accumulator 13. In a second measurement interval 62 (see the following Figures 3 and 4 ), however, no control amounts 42 and 44 are removed from the pressure accumulator 13. In both measuring intervals 60 and 62, however, there is a removal of fuel from the pressure accumulator 13 as a result of the leaks 38 and 40. By means of a subtraction of each taken in the first and the second measuring interval 60 and 62 amount of fuel can on the respective control amount 42 and 44 are closed. It can be concluded that the state of the pressure sensor 14.
  • control quantity 44 determined according to a specific operating time deviates from the control quantity 42 determined in the new state, it is assumed according to the invention that the reason for this is an incorrectly regulated fuel pressure in the pressure accumulator 13 because of the assumed good reproducibility of the control quantities 42 and 44 ,
  • FIG. 3 shows a first set of diagrams (A) to (D) over a time t entered on the abscissa.
  • drive signals 58 are shown, which each define a first measurement interval 60 by an amplitude "1".
  • the amplitude "0" defines a second measurement interval 62 for each first measurement interval 60, which immediately adjoins the first measurement interval 60.
  • a respective duration of the first measurement intervals 60 in the diagrams (A) to (D) is different.
  • the second measuring intervals 62 each have the same duration as the associated first measuring intervals 60.
  • the first measurement intervals 60-and correspondingly the second measurement intervals 62-can also have the same duration.
  • the method according to the invention can optionally be simplified and the accuracy increased.
  • an operating variable 64 of the pressure control 19 of the fuel injection system 100 is entered in each case.
  • the operating variable 64 characterizes a rate of the fuel taken out of the pressure accumulator 13.
  • a respective associated pressure setpoint 66 is entered, which represents a parameter.
  • a fuel pressure 68 is regulated in response to the pressure command 66.
  • the curves shown in the diagrams (A) to (D) in the middle and the upper part have a vertical offset from each other for the sake of drawing.
  • the pressure setpoint 66 increases stepwise from diagram (A) to diagram (D), but the associated lines or curves in the drawing show an approximately equal vertical dimension.
  • the operating variables 64 of the respective second measuring intervals 62 are compared vertically to each other in order to allow a better comparison to the first measuring intervals 60.
  • a plurality of withdrawals of fuel from the pressure accumulator 13 takes place periodically.
  • the actuator 18 of the injection valve 9 is actuated so rapidly in each individual withdrawal that the injection valve 9 does not already inject fuel into the combustion chamber 4 of the internal combustion engine 1.
  • each of a tax amount of Fuel for driving a servo valve of the injection valve 9 is removed from the pressure accumulator 13 and then fed back to the fuel injection system 100 via a return.
  • no contribution is made to a torque of the internal combustion engine 1.
  • the servo valve In the second measurement interval 62, no such removal of fuel occurs, that is, the servo valve is not actuated to remove a control amount of the fuel.
  • the remaining operating conditions of the internal combustion engine 1 in the second measuring interval 62 should be as similar as possible to the operating conditions during the first measuring interval 60.
  • the first and second measurement intervals 60 and 62 therefore follow one another directly.
  • the additional fuel quantity taken during the first measuring interval 60 can be determined during the at least one take-off.
  • the difference 70 is formed from average values of the operating quantities 64 during the first measuring interval 60 and the second measuring interval 62 in order to increase the accuracy of the method.
  • a specific sequence of the first measurement interval 60 and of the second measurement interval 62 is not required, that is to say that in the diagrams (A) to (D) the "second" measurement interval 62 may also be arranged temporally before the associated first measurement interval 60.
  • the inventive method is particularly simple and accurate to carry out when it is performed in an operating mode of the internal combustion engine 1, in which usually no injection of fuel is provided in the combustion chamber 4 of the internal combustion engine 1. For example, this can be done in a coasting operation of the internal combustion engine 1, in which no fuel is injected for a comparatively long period of time. However, it is also possible to carry out the process in a gas exchange phase during one or more operating cycles of the internal combustion engine 1.
  • FIG. 4 shows a second set of diagrams (E) to (G) over time t, similar to the four diagrams (A) to (D) of FIG. 3 ,
  • the FIG. 4 is thus one Continuation of the presentation of FIG. 3 , For the details of the drawing applies to the FIG. 3 The same.
  • the rate (operating variable 64) of the fuel removed from the pressure accumulator 13 is greater during the respective first measuring intervals 60 than during the respective second measuring intervals 62. This is due to the control quantities 42 and 44 taken during the first measuring intervals 60. For both measuring intervals 60 and 62, however, a leakage 38 or 40 of the injection valve 9 is approximately equal. Furthermore, it can be seen that the difference 70 progressively increases in the diagrams (A) to (G) corresponding to the respective higher desired pressure value 66 or fuel pressure 68. It follows that the fuel pressure 68 represents a parameter in the determination of the control amount 42 and 44, respectively.
EP12165871A 2011-05-03 2012-04-27 Procédé de commander d'un système d'injection de carburant d'un moteur à combustion interne Withdrawn EP2520788A2 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011075124A DE102011075124A1 (de) 2011-05-03 2011-05-03 Verfahren zum Betreiben eines Kraftstoffeinspritzsystems einer Brennkraftmaschine

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EP2520788A2 true EP2520788A2 (fr) 2012-11-07

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EP12165871A Withdrawn EP2520788A2 (fr) 2011-05-03 2012-04-27 Procédé de commander d'un système d'injection de carburant d'un moteur à combustion interne

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US (1) US9494102B2 (fr)
EP (1) EP2520788A2 (fr)
DE (1) DE102011075124A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2926953A1 (fr) * 2014-04-04 2015-10-07 HILTI Aktiengesellschaft Procédé et système de commande de procédés d'injection
DE102015211024B4 (de) * 2015-06-16 2017-07-20 Continental Automotive Gmbh Überwachungsverfahren zur Überwachung einer Leckagebilanz in einer Injektoranordnung, Ansteuerungsverfahren zum Ansteuern einer Injektoranordnung und elektronische Steuereinheit
JP2018162761A (ja) * 2017-03-27 2018-10-18 三菱自動車工業株式会社 エンジンの制御装置

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Publication number Priority date Publication date Assignee Title
US6076504A (en) * 1998-03-02 2000-06-20 Cummins Engine Company, Inc. Apparatus for diagnosing failures and fault conditions in a fuel system of an internal combustion engine
JP3884577B2 (ja) * 1998-08-31 2007-02-21 株式会社日立製作所 内燃機関の制御装置
EP1008741B1 (fr) * 1998-11-20 2003-04-02 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Système d'injection de combustible du type à accumulateur
JP4321342B2 (ja) * 2004-04-22 2009-08-26 株式会社デンソー コモンレール式燃料噴射装置
US8091532B2 (en) * 2009-04-22 2012-01-10 GM Global Technology Operations LLC Diagnostic systems and methods for a pressure sensor during driving conditions
US8220322B2 (en) * 2009-04-30 2012-07-17 GM Global Technology Operations LLC Fuel pressure sensor performance diagnostic systems and methods based on hydrostatics in a fuel system

Non-Patent Citations (1)

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Title
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US20120283933A1 (en) 2012-11-08
US9494102B2 (en) 2016-11-15
DE102011075124A1 (de) 2012-11-08

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