EP2718556A2 - Method for controlling rail pressure - Google Patents
Method for controlling rail pressureInfo
- Publication number
- EP2718556A2 EP2718556A2 EP12726024.8A EP12726024A EP2718556A2 EP 2718556 A2 EP2718556 A2 EP 2718556A2 EP 12726024 A EP12726024 A EP 12726024A EP 2718556 A2 EP2718556 A2 EP 2718556A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail pressure
- pcr
- calculated
- rail
- 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
Links
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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
-
- 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
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/28—Interface circuits
- F02D2041/286—Interface circuits comprising means for signal processing
-
- 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 regulating the rail pressure of an internal combustion engine in V arrangement with unequal firing order according to the preamble of claim 1.
- Internal combustion engines in V arrangement have on the A and the B side a rail for intermediate storage of the fuel. Connected to the rail are the injectors, via which the fuel is injected into the combustion chambers.
- a single high-pressure pump delivers the fuel in parallel pressure in both rails. There is therefore the same rail pressure in both rails.
- a second design of the common rail system differs in that a first high pressure pump in a first rail and a second high-pressure pump in a second rail promote. Both designs are known for example from DE 43 35 171 C1.
- a rail pressure control loop comprises a pressure regulator, the suction throttle with high pressure pump and the rail as a controlled system and a software filter in the feedback branch.
- the pressure level in the rail corresponds to the controlled variable.
- the measured raw values of the rail pressure are converted via the filter into an actual rail pressure and compared with a desired rail pressure.
- the resulting deviation is then converted via the pressure regulator into a control signal for the suction throttle.
- the control signal corresponds to a volume flow with the unit liters / minute, which is electrically designed as a PWM signal (pulse width modulated).
- a corresponding rail pressure control loop is known from DE 10 2006 049 266 B3.
- DE 10 2007 034 317 A1 From DE 10 2007 034 317 A1 an internal combustion engine in V-arrangement with unequal ignition sequence and a separate A-side and an independent B-side common rail system known.
- An unequal firing order is given when, for example, the cylinder A1, ie the first cylinder on the A side, is ignited and, following the cylinder A2, that is the second cylinder on the A side, ignited.
- the unequal ignition sequence in turn causes pressure fluctuations in the rail.
- DE 10 2007 034 317 A1 proposes, in a first solution, a compensation line between the two rails.
- the A-side rail pressure in an A-side rail pressure control loop is regulated with a PI controller and the B-side rail pressure in a B-side rail pressure control loop with a P-control. Due to the missing B-side I-component of the controller, this solution is critical in terms of a permanent control deviation.
- the invention is therefore based on the object to design an improved rail pressure control in an internal combustion engine in V-arrangement with an unequal firing order.
- the invention solves this problem by a method for rail pressure control with the features of claim 1.
- the embodiments are shown in the subclaims.
- the actual rail pressure is calculated via an average filter from the measured rail pressure by averaging the rail pressure over a constant time below a limit speed and averaged above the limit speed of the rail pressure over a cycle of the internal combustion engine.
- Speed range for example, at a constant engine speed of 1500 rpm to generate a 50 Hz power frequency, the working cycle periodic rail pressure oscillations are filtered out by the fact that the rail pressure is averaged over a cycle of the internal combustion engine.
- a speed range below the stationary speed range for example, from zero revolutions to one
- Speed range below the limit speed is an exact averaging over a working cycle and thus an exact filtering out of the working cycle periodic rail pressure vibrations is not required because the area below the limit speed is only dynamically traversed and therefore can not develop sustainable rail vibration here.
- the mean value filter is combined with a low-pass filter, as a result of which high-frequency rail pressure oscillations, which are not periodic in the working cycle, are damped.
- the method can be used both in an internal combustion engine in V arrangement with unequal ignition sequence and with a separate A-side and an independent B-side common rail system as well as in a
- FIG. 1 shows a system diagram
- FIG. 2 is a block diagram of the rail pressure control loop
- FIG. 3 shows a characteristic curve
- FIG. 4 is a timing diagram
- FIG. 5 is a program flowchart.
- FIG. 1 shows a system diagram of an electronically controlled
- Internal combustion engine 1 with a common rail system on the A side and a
- the common rail system on the A side comprises as mechanical components a low-pressure pump 3A for conveying fuel from a tank 2, a suction throttle 4A for influencing the
- the internal combustion engine 1 is controlled via an electronic engine control unit 10 (ECU).
- ECU electronic engine control unit 10
- In the figure 1 are as input variables of the electronic
- Engine control unit 10 exemplified an A-side rail pressure pCR (A), a B-side rail pressure pCR (B) and a size ON.
- the A-side rail pressure pCR (A) is detected via an A-side rail pressure sensor 9A.
- pCR (B) is detected via a B-side rail pressure sensor 9B.
- the size ON is representative of the other input signals, for example for a
- Outputs of the electronic engine control unit 10 are a PWM signal
- Suction choke 4B a power-determining signal ve (B) for driving the B-side injectors 7B and a size OFF.
- the latter is representative of the other control signals for controlling the internal combustion engine 1, for example a
- the illustrated common rail system can also be designed as a common rail system with individual memories. In this case, then in the injector 7A a single memory 8A and in the injector 7B a single memory 8B are integrated as additional buffer volumes for the fuel.
- Characteristic feature of the illustrated embodiment is the independent control of the A-side
- FIG. 2 shows a block diagram of the A-side rail pressure control loop, which is indicated in the figure by the addition A at the reference numerals. Both control circuits are identical. In the following, the A-side rail pressure control loop 11A will be described, the description of which applies mutatis mutandis to the B-side rail pressure control loop.
- the reference variable is identical for both rail pressure control circuits, here: a common target rail pressure pCR (SL). The target rail pressure is calculated in
- the input variables of the rail pressure control circuit 1 1A are the target rail pressure pCR (SL), a basic frequency fPWM for the PWM signal, a quantity E1, the engine speed nMOT, a time constant T1 and a time constant T2.
- the input quantity E1 comprises the battery voltage and the resistance of the suction throttle including the supply line, which are included in the calculation of the drive signal SD (A) for the suction throttle 4A.
- the output of the A-side rail pressure control loop are the raw values of the rail pressure pCR (A).
- the raw values of the rail pressure pCR (A) are measured by the A-side rail pressure sensor 9A.
- Its output signal pMESS is then filtered via a hardware filter 16A with PT1 behavior and a corner frequency of 20 Hz.
- the output values pHW are digitized by an A / D converter 17A.
- Output values pAD of the A / D converter 17A are then further processed via two information paths.
- a first information path includes a mean value filter 18A and an optional low pass filter 19A.
- the first information path corresponds to a slow filtering, via which the actual rail pressure plST (A) is determined.
- the mean value filter 18A has, as further input variables, the engine speed nMOT and the limit speed nl_i. Via the mean value filter 18A it is determined whether the averaging of the rail pressure takes place either via a working cycle, ie two revolutions of the crankshaft, or over a constant time. The switching between the two methods of averaging takes place at the limit speed nü.
- the output pMW of the average filter 18A is then further processed by the low-pass filter 19A, as shown.
- This has a time constant T1 as input.
- T1 16 ms is used for the time constant, which corresponds to a frequency of 10 Hz.
- a second information path includes a fast filter 20A with PT1 behavior.
- the fast filter 20A has a smaller time constant and thus a lower phase delay than the mean value filter 18A and the optional one
- the output value pDYN (A) of the fast filter 20A is used, inter alia, to perform a rapid energization of the suction throttle, whereby a higher dynamics is achieved in a load shedding.
- the actual rail pressure plST (A) is compared with the target rail pressure pCR (SL).
- This results in the control deviation ep (A) from which a pressure regulator 12A with at least PID behavior calculates a setpoint volume flow VSL as a manipulated variable.
- the nominal volume flow VSL has the physical unit liters / minute.
- the desired volume flow is limited (not shown) and the desired volume flow VSL via a pump characteristic 13A assigned a target electric current iSL.
- the target current iSL is converted in a calculation 14A into a PWM signal SD (A).
- PWM signal SD (A) is the duty cycle and the frequency fPWM is the same
- FIG. 3 shows a characteristic curve 21.
- an averaging time dT is calculated as a function of the engine speed nMOT.
- the averaging time dT therefore corresponds to the time over which the rail pressure values are averaged by the mean value filter (FIG. 2: 18A).
- the characteristic curve 21 is composed of an abscissa-parallel straight line 22 and a hyperbola 23.
- a working cycle corresponds to two revolutions of the crankshaft
- FIG. 4 consists of the subfigures 4A to 4C, which show different state variables. Over the time t are shown: the engine speed nMOT in Figure 4A, the
- the target speed nSL is shown as a dotted line and the limit speed nü as a dashed line in Figure 4A.
- the engine speed nMOT reaches the time t1
- Limit speed of nLi 1000 1 / min.
- the target speed of nSL 1500 1 / min is reached.
- the engine speed nMOT is steady at the target speed nSL at time t4.
- a load application takes place, which leads to a collapse of the engine speed nMOT.
- the engine speed falls below the limit speed nLi. Due to the target actual deviation of the engine speed now more fuel is injected, whereby the engine speed nMOT increases again.
- the engine speed nMOT again reaches the speed level of the setpoint speed nSL and has settled at the setpoint speed nSL at the time t10.
- FIG. 4B shows the averaging time dT, via which the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t1 is the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t1 is the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t1 is the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t1 is the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t1 is the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t1 is the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t1 is the rail pressure values, for example the A-side rail pressure pCR (A), are averaged. Until time t
- FIG. 5 shows the method in a program flowchart as a subroutine. At S1, it is checked whether the engine speed nMOT is greater than or equal to
- ECU electronic engine control unit
- 19A, 19B low pass filter (PT1 filter.optional)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102011103988A DE102011103988A1 (en) | 2011-06-10 | 2011-06-10 | Method for rail pressure control |
PCT/EP2012/002391 WO2012167916A2 (en) | 2011-06-10 | 2012-06-05 | Method for controlling rail pressure |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2718556A2 true EP2718556A2 (en) | 2014-04-16 |
EP2718556B1 EP2718556B1 (en) | 2017-08-09 |
Family
ID=46210196
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12726024.8A Active EP2718556B1 (en) | 2011-06-10 | 2012-06-05 | Method for controlling rail pressure |
Country Status (6)
Country | Link |
---|---|
US (1) | US9657669B2 (en) |
EP (1) | EP2718556B1 (en) |
CN (1) | CN103748342B (en) |
DE (1) | DE102011103988A1 (en) |
HK (1) | HK1197286A1 (en) |
WO (1) | WO2012167916A2 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN110284985B (en) * | 2019-06-28 | 2022-04-05 | 潍柴动力股份有限公司 | Rail pressure adjusting method and device |
DE102020105287A1 (en) | 2020-02-28 | 2021-09-02 | Bayerische Motoren Werke Aktiengesellschaft | Method for determining an average value of pressure oscillation in a low-pressure fuel system for a motor vehicle, computer-readable storage medium and low-pressure fuel system |
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DE4335171C1 (en) | 1993-10-15 | 1995-05-04 | Daimler Benz Ag | Fuel injection system for a multi-cylinder diesel internal combustion engine |
US5535621A (en) * | 1994-03-02 | 1996-07-16 | Ford Motor Company | On-board detection of fuel injector malfunction |
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US5533492A (en) * | 1994-07-05 | 1996-07-09 | Ford Motor Company | Gaseous fuel injection control system using averaged fuel pressure compensation |
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JPH09256897A (en) * | 1996-03-22 | 1997-09-30 | Unisia Jecs Corp | Fuel injection control device for internal combustion engine |
JP3834918B2 (en) * | 1997-03-04 | 2006-10-18 | いすゞ自動車株式会社 | Engine fuel injection method and apparatus |
JP3849367B2 (en) * | 1999-09-20 | 2006-11-22 | いすゞ自動車株式会社 | Common rail fuel injection system |
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JP2004183550A (en) | 2002-12-03 | 2004-07-02 | Isuzu Motors Ltd | Filter treating device for common-rail pressure detection value and common-rail type fuel injection controller |
DE102004023365B4 (en) * | 2004-05-12 | 2007-07-19 | Mtu Friedrichshafen Gmbh | Method for pressure control of a storage injection system |
DE102004056893A1 (en) * | 2004-11-25 | 2006-06-01 | Robert Bosch Gmbh | Device and method for determining pressure fluctuations in a fuel supply system |
DE102005008364B3 (en) * | 2005-02-23 | 2006-08-03 | Siemens Ag | Method for determination of fuel pressure values of fuel pressure accumulator of internal combustion engine, involves assigning of several ranges to operating states of internal combustion engine |
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DE102006049266B3 (en) * | 2006-10-19 | 2008-03-06 | Mtu Friedrichshafen Gmbh | Method for recognizing opened passive pressure-relief-valve, which deviates fuel from common-railsystem into fuel tank, involves regulating the rail pressure, in which actuating variable is computed from rail-pressure offset |
JP4353256B2 (en) * | 2007-02-15 | 2009-10-28 | 株式会社デンソー | Fuel injection control device and fuel injection control system |
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-
2011
- 2011-06-10 DE DE102011103988A patent/DE102011103988A1/en not_active Ceased
-
2012
- 2012-06-05 CN CN201280028379.6A patent/CN103748342B/en active Active
- 2012-06-05 US US14/125,230 patent/US9657669B2/en active Active
- 2012-06-05 WO PCT/EP2012/002391 patent/WO2012167916A2/en active Application Filing
- 2012-06-05 EP EP12726024.8A patent/EP2718556B1/en active Active
-
2014
- 2014-10-22 HK HK14110516.8A patent/HK1197286A1/en unknown
Non-Patent Citations (1)
Title |
---|
See references of WO2012167916A2 * |
Also Published As
Publication number | Publication date |
---|---|
HK1197286A1 (en) | 2015-01-09 |
EP2718556B1 (en) | 2017-08-09 |
US9657669B2 (en) | 2017-05-23 |
WO2012167916A3 (en) | 2013-11-14 |
WO2012167916A2 (en) | 2012-12-13 |
DE102011103988A1 (en) | 2012-12-13 |
CN103748342B (en) | 2016-08-24 |
CN103748342A (en) | 2014-04-23 |
US20140156168A1 (en) | 2014-06-05 |
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