Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/12—Introducing corrections for particular operating conditions for deceleration
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
• • 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
• • 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
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/045—Detection of accelerating or decelerating state
• • 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

Definitions

• the invention relates to a method for operating an internal combustion engine according to the preamble of claim 1.
• the pressure control valve can be operated in a conventional mode, i. in a pressure control mode, operated purely controlled.
• the control is designed so that the pressure control valve always remains closed.
• negative load changes can turn into an unwanted one
• Pressure control valve By reducing the setting pressure of the pressure regulating valve from an initial level to a low level, an undesired positive pressure deviation can advantageously be avoided, since fuel flows off via the pressure regulating valve and the pressure within the high-pressure accumulator is thus reduced in a controlled manner.
• the injection quantity is reduced simultaneously with the reduction of the setting pressure. This advantageously allows continuation of the injections with a reduced amount of fuel, whereby fuel is saved while preventing an unwanted positive pressure deviation.
• the set pressure lingers for a period of time from one time to another time at the low level and the set pressure returns to the next time in the vicinity of the initial level.
• Pressure control valve is operated only during the specified period of time "overdriven”. This causes an at least temporary opening of the pressure regulating valve, so that fuel can flow from the high-pressure accumulator into the low-pressure region and this pressure reduction prevents an undesired positive pressure deviation.
• the return of the setting pressure is carried out in the vicinity of the initial level in the form of a ramp function.
• the ramp function transfers a first input value into a second input value over a certain period of time.
• Pressure control valve opens. Due to the further sloping course is
• the phase-raising D-member thus compensates in part for the delay through the inductance of the pressure control valve and thus ensures that the pressure control valve react faster and thus, an unwanted positive
• Pressure deviation predisposed can be opened faster.
• Figure 1 is a simplified diagram of a fuel injection system of a
• FIG. 2 shows a schematic block diagram for determining an actuator
• FIG. 3 shows a schematic block diagram for the alternative determination of the
• Figure 4 is a schematic diagram with three sections, each with different gradients of the setting pressure.
• FIG. 1 shows a fuel injection system 1 of an internal combustion engine in a much simplified representation.
• a fuel tank 9 is connected via a suction line 4, a prefeed pump 5 and a low-pressure line 7 with a (not explained in detail) high-pressure pump 3.
• a high-pressure accumulator 13 (“common rail") is connected via a high-pressure line 1 1.
• a metering unit 14 - hereinafter referred to as ZME - with an actuating device 15 is arranged hydraulically in the course of the low-pressure line 7 between the prefeed pump 5 and the high-pressure pump 3.
• Other elements, such as valves of the high-pressure pump 3, are not shown in the figure 1.
• the ZME 14 may be formed as a unit together with the high-pressure pump 3.
• an intake valve of the high pressure pump 3 may be forcibly opened by the ZME 14.
• the prefeed pump 5 promotes fuel from the fuel tank 9 into the low pressure line 7 and the
• High-pressure pump 3 conveys the fuel into the high-pressure accumulator 13.
• the ZME 14 determines the quantity of fuel supplied to the high-pressure pump 3.
• the high pressure accumulator 13 is associated with a pressure sensor 16 which generates an actual pressure 104.
• the actual pressure 104 is supplied to a control unit 12.
• the high-pressure accumulator 13 is connected to the low-pressure line 7 via a pressure regulating valve 10, which is referred to below as PCV (Pressure Control Valve). This means that the high-pressure accumulator 13 with a PCV (Pressure Control Valve).
• PCV Pressure Control Valve
• Low-pressure region 8 of the fuel injection system 1 is connected.
• the PCV 10 is supplied with a control signal 102, wherein the control signal 102 from the
• Control unit 12 is generated.
• a signal 1 18 is supplied to a control unit 44.
• the control unit 44 detects a signal 1 12.
• the signal 112 is fed to a switch 24.
• the switch 24 is also a signal 1 14 is supplied.
• the signal converter 42 generates the actuating signal 102, which is supplied to the PCV 10 of FIG.
• the actuating pressure 108 thus influences the open position of the pressure regulating valve 10 of FIG. 1.
• the signal converter 42 may further include current and / or voltage controls and / or controls.
• the control unit 44 generates the signal 1 12 in such a way that when the signal 1 12 is forwarded as the actuating pressure 108 by the switch 24, the PCV 10 from FIG. 1 remains completely closed.
• the signal 1 18 may be, for example, a desired or actual pressure or the like.
• the signals 1 14 and 122 are generated by a unit 22.
• the signal 114 as the actuating pressure 108 is the
• Signal converter 42 supplied.
• the signal 122 and the signal 114 are formed depending on a negative load change of the internal combustion engine.
• the unit 22 is acted upon by a signal 126, wherein the signal 126 indicates a negative load change of the internal combustion engine.
• the signal 114 is formed such that when forwarding the signal 1 14 as a control pressure 108, the PCV 10 opens and fuel from the
• High-pressure accumulator 13 can flow into the low-pressure region 8.
• the signal 1 14 is usually brought to a lower value than the signal 1 12.
• the unit 22 may be acted upon in a manner not shown also with a speed, an injection amount or another variable with respect to the internal combustion engine to determine the signal 1 14 and / or the signal 122 in dependence on the corresponding size.
• the signal 114 or the signal 122 may be based on a predictive
• Other parameters such as the dead time of the high pressure pump, the high pressure volume, the
• Flow rates in the high-pressure accumulator 13 can be taken into account in this determination.
• the unit 22 is provided with inputs, not shown.
• the signal 112 and the signal 114 are embodied, for example, as a pressure signal or actuating pressure or can be configured correspondingly in a current / voltage level for controlling the PCV 10.
• the switch 24 may be configured such that when switching from the signal 1 12 to the signal 114 or when switching from the signal 114 to the signal 1 12 a ramp function is used, which ensures that the control pressure 108 is not increased or decreased abruptly from one level to another level.
• FIG. 3 shows a schematic block diagram 30 for alternative determination of the setting pressure 108 for the actuating signal 102.
• the schematic block diagram 30 is part of the control device 12 from FIG. 1.
• the switch 34 has the same
• the switch 34 in addition to the signal 1 12 a signal 116 and a signal 124 is supplied.
• the signals 1 16 and 124 are generated by a unit 32. Like the unit 22 of Figure 2, the unit 32 is applied to the signal 126.
• the unit 32 has a unit 36, wherein the unit 36 generates the signal 116 and is acted upon by a difference 128.
• the difference 128 is generated by subtracting an actual signal 105 from a desired signal 106 at a location 39. In a manner not shown, the difference 128 may also be generated by subtracting the desired signal 106 from the actual signal 105.
• the unit 36 includes a phase-raising D-member 38.
• the unit 36 may be a controller or a controller.
• the phase-raising D-gate 38 ensures that the signal 1 16 generated by the unit 36 is fast or jumpy
• the unit 32 may be applied in a form not shown also with a speed, an injection amount or another variable with respect to the internal combustion engine to determine the signal 1 16 and / or the signal 124 in dependence on the corresponding size.
• phase-raising D-member 38 to be executed.
• the signal generated by unit 36 would then not respond to changes in difference 128 as quickly. This would be advantageous if the dynamization by the phase-raising D-member 38, depending on the system, is not necessary to achieve the desired pressure behavior.
• the actual signal 105 may be the set pressure 108 and the set signal 106 may be a target set pressure.
• the actual signal 105 is, for example, an actual volume flow through the PCV 10 and the desired signal 106 is a desired volume flow through the PCV 10, wherein a dead amount of the high-pressure pump 3 can be selectively removed.
• the actual volume flow can be measured or estimated from existing variables in the control unit.
• the actual signal 105 is, for example, the actual pressure 104 from FIG. 1 and FIG.
• Target signal 106 is a desired pressure.
• the actual signal 105 is, for example, an actual pressure or an actual pressure gradient, wherein the actual pressure or the actual pressure gradient can be obtained from a predictive estimation. Accordingly, the desired signal
• Signal 1 16 and / or signal 124 of FIG. 3 or signal 1 14 and / or signal 122 of FIG. 2 can be determined on the basis of predictive pressure information. Other parameters such as the
• Flow rates into the high-pressure accumulator 13 can be taken into account when determining the signal 1 16 and / or 124 or the signal 1 14 and / or the signal 122. For such a determination, the unit 32 or the
• FIG. 4 shows a schematic diagram 40 with three sections a, b and c, wherein in each case different courses of the setting pressure 108 are shown which influence the course of the actual pressure 104.
• a time axis t is shown, wherein two times t1 and t2 are plotted on the time axis t.
• the PCV 10 is closed.
• the section a thus corresponds to the forwarding of the signal 1 12 as a set pressure 108 in Figures 2 and 3.
• the control pressure 108 is only controlled in this case.
• a desired pressure 106a drops from time t1. Before or at the time t1, a negative load change is detected, which makes a decreasing injection quantity necessary in the following.
• An actual pressure 104a does not follow the predetermined target pressure 106a, but begins to rise at the time t1 and approaches the flag again only after leaving the mark 100a
• the signals 1 14 and 1 16 are forwarded as actuating pressure 108.
• the PCV 10 is at least temporarily safely opened and it can flow fuel from the high pressure accumulator 13 in the low pressure region 8 of the internal combustion engine.
• the corresponding pressure reduction can be read in the curves of an actual pressure 104b and an actual pressure 104c.
• a desired pressure 106b drops from time t1.
• the actual pressure 104b has a time-delayed waste compared to the target pressure 106b. In comparison with the section a, the actual pressure 104b in
• Excerpt b in the mark 100b no or only a small unwanted positive pressure deviation.
• the injection amount 1 10b drops at time t1 abruptly or begins to decrease in a manner not shown near the time t1.
• the control pressure 108b is at a point in time t1
• the control pressure 108b drops abruptly at time t1 and then is at a low level.
• the set pressure 108b abruptly increases again after the lapse of a period of time at time t2, to jump to the previous value of the course of the set pressure 108a, i. to return to the initial level, the current value of the signal 1 12.
• the initial level is above the low level.
• the above time period between the times t1 and t2 is determined depending on the rotational speed of the internal combustion engine.
• the low level is determined depending on the speed of the internal combustion engine. Furthermore, the change in injection quantity and other factors can affect the low level.
• the signal 122b rises at time t1 and drops abruptly at time t2.
• the signal 1 12 is selected as the actuating pressure 108 by the switch 24 or 34 before the time t1.
• the signal 122b which corresponds to the signal 122 or 124 in FIGS. 2 or 3, between the times t1 and t2, the signal 1 14 or 1 16 is selected by the switches 24 and 34 as actuating pressure 108.
• the signal 122b after
• Time t2 the signal 1 12 from the switch 24 and 34 selected as a set pressure 108.
• a setpoint pressure 106c drops off after time t1.
• the actual pressure 104c drops, but with a time delay to the target pressure 106c.
• the actual pressure 104c has no or only a small unwanted positive pressure deviation compared to the mark 100a.
• Injection amount 1 10c drops abruptly at time t1.
• the actuating pressure 108c falls abruptly at time t1 and then has a sloping course.
• Signal 122c jumps at time t1. Also, instead of the decreasing course of the setting pressure 108c, a constant value after the sudden drop may be substantially maintained.
• the switch 24 or 34 selects the signal 1 12 for forwarding as setting pressure 108c before time t1. According to the signal 122c, the switch 24 or 34 selects the signal 114 or 116 after the time t1
• Pressure deviation especially an unwanted positive deviation of the actual pressure 104a in the mark 100a, can be avoided or reduced.
• the actuating signal 102 is usually a current or voltage signal.
• Signals 122, 124, 122a, 122b, and 122c are typically a digital signal, but may be used to perform ramping or ramping
• Input signals of the switch 24 and 34 may be formed according to otherwise. Accordingly, the switch 24 or 34 may be formed to a Einrampung or Ausrampung.
• the actual pressure 104a, 104b and 104c is generally referred to as an actual signal.
• the desired pressure 106a, 106b and 106c is generally referred to as a desired signal.

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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)

Applications Claiming Priority (2)

Publications (1)

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ID=44785874

Family Applications (1)

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Family Cites Families (12)

• 2010
  • 2010-11-11 DE DE102010043755.7A patent/DE102010043755B4/de active Active
• 2011
  • 2011-10-12 US US13/885,116 patent/US9249753B2/en not_active Expired - Fee Related
  • 2011-10-12 CN CN201180054424.0A patent/CN103221667B/zh active Active
  • 2011-10-12 EP EP11767726.0A patent/EP2638272A2/de not_active Withdrawn
  • 2011-10-12 WO PCT/EP2011/067799 patent/WO2012062522A2/de active Application Filing

Non-Patent Citations (1)

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