EP3665377A1 - Procédé permettant de faire fonctionner un moteur à combustion interne comprenant un système d'injection, système d'injection conçu pour la mise en uvre d'un tel procédé et moteur à combustion interne comprenant un tel système d'injection - Google Patents

Procédé permettant de faire fonctionner un moteur à combustion interne comprenant un système d'injection, système d'injection conçu pour la mise en uvre d'un tel procédé et moteur à combustion interne comprenant un tel système d'injection

Info

Publication number
EP3665377A1
EP3665377A1 EP18752738.7A EP18752738A EP3665377A1 EP 3665377 A1 EP3665377 A1 EP 3665377A1 EP 18752738 A EP18752738 A EP 18752738A EP 3665377 A1 EP3665377 A1 EP 3665377A1
Authority
EP
European Patent Office
Prior art keywords
pressure
pressure control
volume flow
value
injection system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP18752738.7A
Other languages
German (de)
English (en)
Other versions
EP3665377B1 (fr
Inventor
Armin DÖLKER
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP3665377A1 publication Critical patent/EP3665377A1/fr
Application granted granted Critical
Publication of EP3665377B1 publication Critical patent/EP3665377B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1422—Variable gain or coefficients
    • 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
    • F02D2041/1431—Controller structures or design the system including an input-output delay
    • 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
    • F02D41/30—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
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail

Definitions

  • the invention relates to a method for operating an internal combustion engine, a
  • Injection system for an internal combustion engine which is adapted to carry out such a method, and an internal combustion engine with such an injection system.
  • high-pressure side pressure control valve which is used as a second pressure actuator, generated, wherein via the second pressure actuator fuel from the high-pressure accumulator is discharged into a fuel reservoir.
  • the pressure control valve is controlled in the normal operation on the basis of a target volume flow for the fuel to be controlled.
  • the high-pressure control delays responds.
  • the high-pressure disturbance variable that is to say the setpoint volume flow for the fuel to be removed via the pressure regulating valve
  • the target volume flow for the fuel to be eliminated is only reduced again after the internal combustion engine has reached its idling speed. This reduction in the desired volume flow is similar to the rapid increase in the target volume flow, which is provided in order to limit the increase in the high pressure immediately during load shedding.
  • the invention is based on the object, a method for operating a
  • a temporal evolution of the target volume flow is detected, and that the target volumetric flow is filtered, wherein a time constant for the filtering of the desired volumetric flow in dependence on the detected time evolution of the desired volumetric flow is selected.
  • the at least one pressure regulating valve is controlled by the filtered nominal volume flow. This will allow the dynamics of temporal
  • the setpoint volume flow can be reduced or reduced in a delayed manner, so that an excessive rise in the high pressure, which substantially worsened
  • the temporal evolution of the target volume flow can be fast and, in particular, highly dynamic, if necessary, in order to achieve the desired flow rate
  • the injection system of the internal combustion engine has at least a first high pressure side pressure control valve as a further pressure actuator. It is thus possible according to an embodiment that the injection system has only and exactly one high-pressure side pressure control valve. It is according to another embodiment but also possible that the injection system has a plurality of high-pressure side pressure control valves as further pressure actuators, and in particular it may have exactly two high-pressure side pressure control valves as further pressure actuators.
  • the injection system is in particular designed for injecting fuel into at least one combustion chamber of the internal combustion engine, in particular for direct injection of fuel into the at least one combustion chamber, and especially for injecting fuel into a plurality of combustion chambers of the internal combustion engine, in particular for direct injection of the fuel into each combustion chamber the majority of combustion chambers.
  • the high-pressure accumulator is preferably designed as a common high-pressure accumulator, with which a plurality of injectors is in fluid communication.
  • the individual injectors can in particular be assigned to different combustion chambers of the internal combustion engine for the direct injection of fuel into the respective combustion chambers.
  • Such a high-pressure accumulator is also referred to as a rail, wherein the injection system is preferably designed as a common-rail injection system.
  • a fuel volume flow that can be conveyed from the fuel reservoir into the high-pressure reservoir can be adjusted via the low-pressure-side intake throttle, so that the high-pressure over the first high-pressure control loop can be varied by varying the high-pressure accumulator
  • Time unit supplied amount of fuel is controlled.
  • a time derivative of the desired volume flow is calculated, wherein the time constant is selected for the applied to the desired volume flow filtering as a function of the time derivative.
  • the dynamics of the desired volume flow can be influenced as a function of its temporal evolution.
  • an averaged time derivative of the desired volume flow is calculated, wherein the time constant is selected as a function of the averaged time derivative.
  • a first time constant is selected when the - preferably averaged - time derivative has a positive sign or equal to zero, wherein a second, different from the first time constant time constant is selected when the - preferably averaged - Time derivative of the target volume flow has a negative sign.
  • the fact that the time derivative has a positive sign or equals zero means in particular that it is really positive or zero, in particular greater than or equal to zero.
  • the fact that the time derivative has a negative sign means that it is genuinely negative, i. less than zero.
  • the choice of the time constant i. the choice of a value for the time constant, be made dependent on whether the target volume flow increases or decreases.
  • a different, preferably smaller time constant can be selected for an increase of the desired volume flow, as for a fall in the desired volume flow.
  • the target volumetric flow may increase rapidly to avoid an unacceptable increase in high pressure or to reduce the high pressure quickly, on the other hand, a decrease in the target volumetric flow may be delayed, in this case an unacceptable increase in high pressure in the high-pressure accumulator to avoid.
  • the first time constant is equal to zero. This advantageously makes it possible to filter the nominal volumetric flow at an increase thereof, which as a result returns the identical nominal volumetric flow, which consequently has the same effect as if the nominal volumetric flow were not filtered. This can thus Highly dynamic and without delay increase to quickly fuel from the
  • the second time constant is preferably greater than zero, i. especially really positive. If the nominal volume flow drops, this drop can accordingly be delayed due to the genuinely positive second time constant, in particular the activation of the pressure control valve being delayed in the closing direction. As a result, an impermissible increase in the high pressure during the return of the desired volume flow can be avoided or at least reduced.
  • the second time constant is from at least 0.1 second to at most 1.1 seconds, preferably from at least 0.2 seconds to at most 1 second. It has been found that these values for the second time constant are particularly suitable for avoiding an unacceptable increase in the high pressure in the high-pressure accumulator by closing the pressure regulating valve.
  • the desired volume flow is filtered with a proportional filter with a delay element, in particular with a PTi algorithm.
  • This embodiment has proven to be a particularly effective filtering of the desired volume flow to achieve the advantages mentioned here.
  • the high pressure in a first operating mode of a protective operation is regulated by means of the at least one pressure regulating valve via a second high pressure control loop.
  • Saugdrosselsteckers, a terminals or soiling of the suction throttle, or another error or defect in the first high-pressure control loop - nor a regulation of the high pressure is possible, namely on the second high-pressure control circuit and by means of at least one pressure control valve. A deterioration of the emission behavior of the internal combustion engine can be avoided.
  • At least one second high-pressure-side pressure regulating valve which is provided by the at least one first high pressure side pressure control valve is different, in addition to the at least one first pressure regulating valve is controlled as a pressure actuator for controlling the high pressure.
  • the second pressure control valve is in particular arranged fluidically parallel to the first pressure control valve, wherein both pressure control valves - connect in parallel - the high-pressure accumulator with the fuel reservoir, and wherein on both
  • Pressure control valves fuel can be diverted from the high-pressure accumulator into the fuel reservoir.
  • Pressure control valve for a functioning high-pressure control is no longer sufficient, so that the high pressure continues to increase despite driving the at least one first pressure control valve, it is then possible in the second mode of protection operation, the at least one second
  • the at least one second pressure control valve is preferably also - as well as the at least one first pressure control valve - driven by the second high-pressure control loop.
  • the at least one pressure control valve is permanently opened.
  • all pressure control valves in particular the at least one first pressure control valve and the at least one second pressure control valve, are permanently opened.
  • a large volume flow of fuel from the high-pressure accumulator into the fuel reservoir can be permanently deactivated via the pressure control valves.
  • the pressure control valves are preferably driven in the direction of a maximum opening, so that a maximum fuel flow rate can be controlled via the pressure control valves.
  • an impermissibly high pressure in the high-pressure accumulator can be reduced not only temporarily but permanently quickly and reliably, so that the injection system is effectively and reliably protected.
  • This functionality makes it possible in particular to dispense with a mechanical pressure relief valve, so that space and cost can be saved.
  • the functionality of the mechanical pressure relief valve is thereby controlled by the at least one
  • the first mode of protection operation is switched when the high pressure reaches or exceeds a first pressure limit, or when a defect of the suction throttle is detected.
  • the second operating mode of the protective mode is switched when the high pressure reaches or exceeds a second pressure limit value.
  • the third mode of protection operation is switched when the high pressure reaches or exceeds a third pressure limit, or when a defect of a high pressure sensor is detected.
  • the third pressure limit value is preferably chosen to be greater than the second pressure limit value.
  • the third pressure limit value is preferably selected to be greater than the first pressure limit value.
  • the second pressure limit value is selected to be greater than the first pressure limit value.
  • the second pressure limit value is selected to be greater than the first pressure limit value, wherein the third pressure limit value is selected to be greater than the second pressure limit value.
  • the first pressure limit it is possible for the first pressure limit to be 2400 bar, with the third pressure limit being 2500 bar.
  • Pressure limit is preferably selected between the first pressure limit and the third pressure limit.
  • the suction throttle is preferably actuated to a permanently open position.
  • the suction throttle is controlled in particular or only in the third operating mode of the protective operation to a permanently open position. This also allows for permanent opening of the at least one
  • Pressure control valve sufficient fuel delivery into the high-pressure accumulator, so that the internal combustion engine is not strangled.
  • the suction throttle is permanently opened in the third mode, in particular in a kind of emergency operation, to ensure that even in the middle and low speed range of the engine enough fuel in the high-pressure accumulator can be promoted to maintain the operation of the engine can.
  • an injection system for an internal combustion engine which at least one injector, a high pressure accumulator, on the one hand with the at least one injector and on the other hand via a high pressure pump with a
  • Fuel reservoir is in fluid communication, wherein the high-pressure pump is associated with a suction throttle as the first pressure actuator, and with a pressure regulating valve, via which the
  • High-pressure accumulator fluidly connected to the fuel reservoir is created.
  • the injection system has a control unit, which with the at least one injector, the Suction throttle and the at least one pressure control valve is operatively connected.
  • the control unit is set up to carry out a method according to one of the previously described
  • the injection system has a plurality of injectors, wherein it has exactly one and only one high-pressure accumulator, with which the various injectors
  • the common high pressure accumulator is formed in this case as a so-called common bar, in particular as a rail, wherein the injection system is preferably designed as a common rail injection system.
  • the suction throttle is connected upstream of the high-pressure pump, in particular fluidically upstream, that is arranged upstream of the high-pressure pump. It is possible that the suction throttle is integrated in the high pressure pump or in a housing of the high pressure pump. Upstream of the high pressure pump and the suction throttle is preferably one
  • Low pressure pump arranged to deliver fuel from the fuel reservoir to the suction throttle and the high pressure pump.
  • a pressure sensor is preferably arranged, which is adapted to detect a high pressure in the high pressure accumulator and with the control unit
  • control unit is operatively connected, so that the high pressure in the control unit is registered.
  • the control unit is preferably designed as an engine control unit (ECU) of the internal combustion engine.
  • ECU engine control unit
  • a separate control unit is provided specifically for carrying out the method.
  • Pressure control valve is designed normally open. This embodiment has the advantage that the pressure regulating valve, in the event that it is not driven or energized, opens a maximum wide, which allows a particularly safe and reliable operation, especially when it is dispensed with a mechanical pressure relief valve. An impermissible increase in the high pressure in the high-pressure accumulator can then be avoided if an energization of the
  • Figure 1 is a schematic representation of a first starting example of a
  • Figure 2 is a schematic detail view of a first embodiment of the method
  • Figure 3 is a schematic detail view of a second embodiment of the method
  • FIG. 4 shows a further schematic detail of the method
  • FIG. 5 shows a further schematic detail of the method
  • Figure 6 is a schematic representation of in connection with the method
  • Figure 7 is a schematic detail of the method in the form of a flow chart.
  • FIG. 1 shows a schematic illustration of an exemplary embodiment of an internal combustion engine 1, which has an injection system 3. This is preferably designed as a common rail injection system. It has a low-pressure pump 5 for conveying fuel from a fuel reservoir 7, an adjustable, low-pressure suction throttle 9 for
  • a high-pressure pump 11 for conveying the fuel with pressure increase in a high-pressure accumulator 13, the high-pressure accumulator 13 for storing the fuel, and a plurality of injectors 15 for injecting the fuel into combustion chambers 16 of the internal combustion engine 1.
  • the injection system 3 is designed with individual memories, in which case
  • a single memory 17 is integrated as an additional buffer volume. It is a first, in particular electrically controllable, high-pressure-side pressure regulating valve 19 provided, via which the high pressure accumulator 13 is fluidly connected to the fuel reservoir 7. By way of the position of the first pressure regulating valve 19, a fuel volume flow is defined which is diverted from the high-pressure accumulator 13 into the fuel reservoir 7. This fuel volume flow is designated VDRV1 in FIG. 1 and represents a high-pressure disturbance variable of the injection system 3.
  • the injection system 3 has a second, in particular electrically controllable, high-pressure-side pressure regulating valve 20, via which the high-pressure accumulator 13 is likewise fluidically connected to the fuel reservoir 7.
  • the two pressure control valves 19, 20 are therefore arranged in particular fluidically parallel to each other.
  • a fuel volume flow can be defined, which can be diverted from the high-pressure accumulator 13 into the fuel reservoir 7. This fuel volume flow is designated VDRV2 in FIG.
  • the injection system 3 preferably has no mechanical pressure relief valve, which is conventionally provided and then the high-pressure accumulator 13 with the
  • Fuel reservoir 7 connects. On the mechanical pressure relief valve can be omitted, since its function is completely taken over by the at least one pressure control valve 19, 20. However, it is also an embodiment of the injection system 3 with at least one mechanical pressure relief valve possible, whereby an additional safety measure to avoid an unacceptable increase in the high pressure in the high-pressure accumulator 13 can be provided.
  • the injection system 3 has more than two pressure control valves 19, 20.
  • the operation of the injection system 3 has more than two pressure control valves 19, 20.
  • the mode of operation of the internal combustion engine 1 is determined by an electronic control unit 21, which is preferably designed as an engine control unit of the internal combustion engine 1, namely as a so-called engine control unit (ECU).
  • the electronic control unit 21 includes the usual components of a microcomputer system, such as a
  • FIG. 1 shows by way of example the following input variables: A measured, still unfiltered high pressure p which prevails in the high-pressure accumulator 13 and is measured by means of a high-pressure sensor 23, a current engine rpm n ls a signal FP for output specification by an operator of the internal combustion engine 1, and a Input quantity E.
  • the input quantity E preferably comprises further sensor signals, for example a charge air pressure of an exhaust gas turbocharger.
  • Injection system 3 with individual memories 17 is an individual accumulator pressure p E, preferably an additional input variable of the control unit 21.
  • a signal PWMSD for controlling the suction throttle 9 as a pressure actuator a signal ve for controlling the injectors 15 -which in particular specifies an injection start and / or an injection end or also an injection duration-a first signal PWMDRVl for controlling a first
  • the signals PWMDRV1, PWMDRV2 are preferably pulse-width-modulated signals, via which the position of a pressure control valve 19, 20 and thus of the
  • Injection system 3 has only one pressure control valve 19, 20, and only one signal PWMDRV for controlling the pressure control valve by the control unit 21 is generated and output.
  • this one signal PWMDRV is also preferably designed as a pulse width modulated signal, via which the position of the pressure control valve 19, 20 and thus the pressure control valve 19, 20 associated fuel volume flow VDRV can be defined.
  • FIG. 1 also shows an output variable A, which is representative of further control signals for controlling and / or regulating the internal combustion engine 1, for example for a control signal for activating a second exhaust gas turbocharger during a register charge.
  • FIG. 2 shows a first schematic detail of a first embodiment of the invention
  • Pressure actuator of the high pressure is controlled in the high pressure accumulator 13.
  • High-pressure control circuit has as input a desired high-pressure ps for the injection system 3. This is preferably in response to a speed of the internal combustion engine 1, a load or torque request to the internal combustion engine 1 and / or in
  • Further input variables of the first high-pressure control circuit are, in particular, a measured rotational speed ni of the internal combustion engine 1 as well as a desired injection quantity Qs which is preferably also read from a characteristic field and / or resulting from a rotational speed control for the internal combustion engine 1.
  • the first high-pressure control circuit in particular an actual high-pressure pi which is obtained from the measured by the high-pressure sensor 23 high-pressure p by this is preferably subjected to a first filtering with a larger time constant, at the same time preferably with a second filtering is subjected to a smaller time constant to calculate a dynamic rail pressure pdyn as another output of the first high pressure control loop.
  • FIG. 2 shows the actuation of the one pressure regulating valve 19 of an exemplary embodiment of the injection system 3 with exactly one pressure regulating valve 19.
  • a first switching element 27 is preferably provided, with which it is possible to switch over between the normal mode and a first mode of a protective mode as a function of a first logic signal SIG1.
  • the switching element 27 - as preferably all switching elements still described below - completely on the electronic or software level
  • the switching element 27 is designed in particular as a so-called flag and can assume the values "true” or "false", switched.
  • the switching element 27 is designed as a real switch, for example as a relay. This switch can then be switched, for example, depending on a level of an electrical signal. In the specific embodiment illustrated here, normal operation is set when the first logic signal SIG1 has the value "false” (False), whereas the first operating mode of the protective operation is set when the first logic signal SIG1 has the value "true” (True). having.
  • a second switching element 29 is provided, which is set up to switch the activation of the pressure regulating valve 19 from a normal function into a standstill function and back.
  • the second switching element 29 is controlled in dependence on a second logic signal Z or the value of a corresponding variable.
  • Switching element 29 can be configured as a virtual, in particular software-based, switching element which switches between the normal function and the standstill function as a function of the value of a variable designed in particular as a flag.
  • the second switching element 29 is designed as a real switch, for example as a relay, which switches in response to a signal value of an electrical signal.
  • the second logical signal Z concretely corresponds to a state variable which can assume the values 1 for a first state and 2 for a second state.
  • the normal function for the pressure regulating valve 19 is set when the second logical signal Z assumes the value 2, wherein the standstill function is set when the second logic signal Z assumes the value 1.
  • a different definition of the second logical signal Z in particular in such a way possible that a corresponding variable can take the values 0 and 1.
  • Calculation member 31 as input variables, the instantaneous speed n ls the desired injection quantity Qs, also preferably in not explicitly shown here, the setpoint high pressure p s , the dynamic rail pressure p dyn , and the actual high pressure pi enter.
  • Calculation member 31 is described in detail in German patent specifications DE 10 2009 031 528 B3 and DE 10 2009 031 527 B3. This shows in particular that in one
  • Low load range for example, when idling the internal combustion engine 1, a positive value for a static target volume flow is calculated, while in a normal operating range, a static target volume flow of 0 is calculated.
  • the static nominal volume flow is preferably corrected by adding up a dynamic setpoint volume flow, which in turn via a dynamic correction in dependence on the desired high pressure ps, the actual high pressure ! and the dynamic rail pressure p dyn is calculated.
  • the calculated setpoint volumetric flow Vs, ber is the sum of the static setpoint volumetric flow and the dynamic setpoint volumetric flow.
  • the calculated nominal volumetric flow Vs is, to that extent, a resulting set volumetric flow.
  • Patent DE 10 2009 031 528 B3 described - an inverse characteristic of
  • Pressure control valve 19 from. Output of this pressure control valve map 33 is a
  • Pressure control valve setpoint current Is input variables are the setpoint volumetric flow Vs to be diverted as well as the actual high pressure p
  • the pressure regulating valve target current Is is supplied to a current regulator 35, which has the task of regulating the current for controlling the pressure regulating valve 19. Further input variables of the current regulator 35 are, for example, a proportional coefficient kpi, DR V and an ohmic resistance Ri , DR V of the pressure regulating valve 19.
  • the output variable of the current regulator 35 is a
  • Target voltage Us for the pressure control valve 19 which converted by reference to an operating voltage Ü B in a conventional manner in a duty cycle for the pulse width modeled signal PWMDRV for controlling the pressure control valve 19 and this in the
  • Normal function that is, when the second logic signal Z has the value 2, is supplied.
  • the current at the pressure regulating valve 19 is measured as a measured current value I R , filtered in a current filter 37 and fed back to the current regulator 35 as a filtered actual current Ii.
  • the duty cycle PWMDRV of the pulse width modeled signal for controlling the pressure regulating valve 19 is calculated in a manner known per se according to the following equation from the setpoint voltage Us and the operating voltage U B :
  • the target volume flow Vs is calculated differently in the first operating mode of the protective operation than in the normal operation, namely via a second high-pressure control circuit 39.
  • the setpoint volume flow Vs is set identical in this case with a limited output volume flow V R of a pressure regulating valve pressure regulator 41. This corresponds to the upper one
  • the pressure regulating valve pressure regulator 41 has as input a high-pressure control deviation e p , which is calculated as the difference between the desired high pressure p s and the actual high pressure pi. Further input variables of the
  • Pressure control valve pressure regulator 41 are preferably a maximum volume flow V max for the pressure control valve 19, with the function block B of the setpoint volume flow Vs, ber, calculated over the calculation element 31, and / or a proportional coefficient kp D Rv-Der
  • Pressure control valve pressure regulator 41 is preferably designed as a PI (DTi) algorithm.
  • an integrating component (I component) is preferably initialized at the time at which the first switching element 27 is switched from its lower position shown in FIG. 2 to its upper switch position, ignoring the functional block B with the calculated nominal volume flow Vs .
  • the I component of the pressure regulating valve pressure regulator 41 is limited to the maximum volume flow V max for the pressure regulating valve 19.
  • the maximum volume flow V max is preferably an output variable of a two-dimensional characteristic 43, which has the pressure flow control valve 19 maximum permeating volume flow as a function of the high pressure, wherein the characteristic curve 43 as an input variable the actual high pressure p ! receives.
  • Output variable of the pressure regulating valve-pressure regulator 41 is an unlimited volume flow Vu, in a limiting element 45 to the maximum volume flow V max is limited.
  • the limiting element 45 finally outputs the limited nominal volume flow V R as output variable. With this as a target volume flow Vs then the pressure control valve 19 is controlled by the desired flow rate Vs in the manner already described the pressure control valve map 33 is supplied.
  • Pressure control valves 19, 20 is given.
  • the better understanding of the function block B is initially thought of, the meaning and mode of operation of which will be explained later.
  • an operation of the injection system 3 with two pressure control valves 19, 20 without the function block B will first be described.
  • the differences are described, which result between the control of two pressure control valves 19, 20 according to FIG. 3, in contrast to the control of only one pressure control valve 19 according to FIG.
  • the activation of the first pressure control valve 19 or one of the pressure control valves 19, 20 reference is made to the preceding description and the illustration according to FIG.
  • the same and functionally identical elements are provided with the same reference numerals and / or labels in Figure 2 and Figure 3, so far in each case to the preceding
  • the first logical signal SIG1 assumes the logical value "true” if the dynamic rail pressure pdyn reaches or exceeds a first pressure limit value poi, for example due to a cable break of the suction throttle plug As a result, the first switching element 27 changes into the upper switching position shown in Figure 3, so that the high pressure is now controlled by means of the second high-pressure control circuit 39 and one of the pressure control valves 19, 20.
  • points a third logical signal SIG2 the value "false” on when the dynamic rail pressure pdyn has not yet reached a second pressure limit po 2 .
  • a second pressure control valve target flow Is , 2 for a second pressure control valve 20, 19 is then read out via a third switching element 47 from a second pressure control valve characteristic map 49, which has the actual high pressure i and the constant value zero for the desired volume flow as an input variable. If the two pressure control valves 19, 20 formed identically, the second pressure control valve map 49 is equal to the first pressure control valve map 33 and differs only in terms of set to zero, incoming target volume flow. If different pressure control valves 19, 20 are used, the two pressure control valve maps 33, 49 may differ. By doing that the second one
  • Pressure control valve map 49 as incoming incoming flow rate has the value zero, the thus controlled pressure control valve 19, 20 is driven so that it is completely closed, and it abgrest no fuel into the fuel reservoir 7.
  • the high pressure is therefore as long as until the dynamic rail pressure pdyn reaches or exceeds the second pressure limit o 2 , only by means of a pressure control valve 19, 20 of the pressure control valves 19, 20 regulated.
  • a fourth switching element 44 which determines the value of a factor fo R v.
  • This fourth switching element 44 is also controlled in response to the third logic signal SIG2, and assumes its lower switching position shown in Fig. 3 when the third logical signal SIG2 is false (false), in which case the output becomes the characteristic 43 multiplied by a factor of 1. Accordingly, the one from the
  • Limiting element 45 resulting limited nominal volume flow V R divided by the factor 1.
  • Two equal pressure control valves 19, 20 can control a double fuel quantity compared to a single pressure control valve 19, 20.
  • the factor f D Rv now assumes the value 2, whereby the maximum volume flow V max resulting from the characteristic curve 43 is doubled.
  • the limited volume flow V R resulting from the limiting element 45 is divided by the factor f DRV and thus now by two, since ultimately the resulting pressure control valve set volumetric flow Vs respectively with a pressure control valve 19, 20 corresponds and in each case the control of a pressure control valve 19th , 20 serves.
  • This procedure is also tuned to the preferred embodiment, in which the two pressure control valves 19, 20 used are the same.
  • the second pressure control valve target current I Sj2 is the input of a second current regulator 51, which is otherwise preferably designed as well as the first current regulator 35. Also in
  • a fifth switching element 53 is provided, and wherein a second current filter 55 is provided for filtering a second, measured current I R, 2 , which has as output a second actual current I Ij2 which the second current regulator 51 is supplied becomes.
  • the controller parameters of the second current controller 51 are preferably set as the corresponding parameters of the first current controller 35.
  • PWMDRVl PWMDRV2 generated by the associated Anêtmimik, as previously explained.
  • the two drive signals PWMDRVl, PWMDRV2 are preferably not directly the
  • Pressure control valves 19, 20, but a switching logic 57 which ensures that the pressure control valves 19, 20 are driven in alternation with the drive signals PWMDRVl, PWMDRV2.
  • the measured current variables I R , I Ri2 are preferably also taken from the switching logic 57, this ensuring that they are always measured at the respective, the control signals PWMDRVl, PWMDRV2 correctly associated pressure control valves 19, 20 to a defined control of each of the pressure control valves 19, 20 via the current regulator 35, 51 to ensure.
  • the switching logic 57 By means of the switching logic 57, a load on the pressure control valves 19, 20 can be unified in an advantageous manner, so that in particular not one of the pressure control valves 19, 20 is driven much more frequently than the other.
  • first logic signal SIG1 This will first be explained below with reference to FIG. 4a) for the first logic signal SIG1.
  • the following explanations for the first logical signal SIG1 apply both to the embodiment of the injection system with only one pressure control valve 19 according to FIG. 2 and to the embodiment of the injection system 3 with two pressure control valves 19, 20 according to FIG.
  • the output of a first comparator element 59 has the value "false.”
  • the value of the first logical signal SIG 1 is initialized to "false".
  • the result of a first estimation element 61 is also "false" as long as the output of the first comparator element 59 has the value "false”.
  • the output of the first Verertanssglieds 61 is an input of a first
  • High pressure control circuit 39 - possibly up to the factor f DRV - identical. This means that in normal operation by the at least one pressure control valve 19, 20, a high-pressure disturbance variable is generated. The high pressure is always when the dynamic rail pressure pdyn first reaches the first pressure limit poi, then controlled by the pressure regulating valve pressure regulator 41, and this until a stoppage of the internal combustion engine 1 is detected. Accordingly, in the first operating mode of the protective operation, the at least one pressure regulating valve 19, 20 takes over the control of the second high-pressure control circuit 39
  • the corresponding logical switching components are provided here in comparison to Figure 4a) with primed reference numerals. Due to the completely identical mode of operation, reference is made to the explanations to FIG. 4a).
  • the third logical signal SIG2 This is initialized to the value "false” at the beginning of the operation of the internal combustion engine 1, and it changes its truth value to "true” if the dynamic rail pressure p dyn reaches or exceeds the second pressure limit po 2 . Thereupon, the truth value of the third logical signal SIG2 remains “true” until a standstill of the internal combustion engine 1 is detected.
  • FIG. 3 shows that the second mode of protection operation is activated when the third logical signal SIG2 changes its truth value from “false” to "true”, in which case the previously inactive pressure control valve 20, 19 is connected, so that the high pressure of both pressure control valves 19, 20 is controlled.
  • the third operating mode of the protective operation will also be explained below:
  • the latter is switched to when the second logic signal Z assumes the value 1.
  • the second switching element 29 and possibly also the fifth switching element 53 is / are brought into its upper switching position shown in Figures 2 and 3, thereby the standstill function for the pressure control valves 19, 20 is set.
  • the pressure control valves 19, 20 are no longer activated, that is, the drive signals PWMDRV, PWMDRV1, PWMDRV2 are set to zero. Since normally open pressure control valves 19, 20 are used at least under input pressure, they now permanently control a maximum fuel volume flow from the high-pressure accumulator 13 into the fuel reservoir 7.
  • the normal function for the pressure regulating valves 19, 20 is set, as already explained, and these are output with their respective nominal currents Is, Is, 2 and the control signals PWMDRV, PWMDRV1, PWMDRV2 calculated therefrom driven.
  • FIG. 5 schematically shows a state transition diagram for the pressure regulating valves 19, 20 from the normal function to the standstill function and back for an embodiment of the invention Injection system 3 with two pressure control valves 19, 20.
  • the embodiment of the injection system 3 with only one pressure control valve 19 - to the fact that then no three different pressure limits, but only two pressure limits, namely the first pressure limit p G i and the third pressure limit p G 3 are to be considered.
  • two pressure limits namely the first pressure limit p G i and the third pressure limit p G 3 are to be considered.
  • the pressure control valves 19, 20 are preferably formed so that they are formed without pressure and normally closed, and they are further preferably designed so that they are closed at an input pressure applied to an opening pressure value, they open when the pressure applied on the input side in the de-energized state
  • the opening pressure value may be, for example, 850 bar.
  • FIG. 5 bottom left, the standstill function is symbolized by a first circle K 1, the normal function being symbolized on the top right with a second circle K 2.
  • a first arrow PI represents a transition between the standstill function and the normal function, wherein a second arrow P2 represents a transition between the normal function and the standstill function.
  • a third arrow P3 an initialization of the internal combustion engine 1 is indicated after switching on the control unit, wherein the pressure control valves 19, 20 are initially initialized in the standstill function. Only if at the same time a running enterprise of the
  • Standstill function is set along the arrow P2 when the dynamic rail pressure p dyn exceeds the third pressure limit p G 3, or when a defect of a high-pressure sensor - represented here by a logical variable HDSD - is detected, or if it is detected that the internal combustion engine 1 is stationary ,
  • the second logic signal Z in turn assumes the value 1
  • the pressure control valves 19, 20 are not activated, and in the normal function - as already explained in connection with Figure 3 - by means of their respective associated set currents Is, Is , 2 are controlled.
  • Form high-pressure accumulator which eventually exceeds the starting value ps t .
  • This is preferably lower than the opening pressure value of the pressure control valves 19, 20, so that for these initially the normal function is set before they open.
  • This ensures in an advantageous manner that the pressure control valves 19, 20 are activated in each case when they first open. Since they are closed without pressure, they continue to remain closed under control until the actual high pressure pi also exceeds the opening pressure value, in which case they are opened and activated in the normal function, namely either in the normal mode or in the first mode of the protective mode. However, if one of the cases described above, in turn, the standstill function is set for the pressure control valves 19, 20.
  • the dynamic rail pressure pdyn exceeds the third pressure limit pG3, which is preferably selected to be greater than the first pressure limit poi and the second pressure limit p G2 , and in particular a value at which in a conventional embodiment of the injection system would open mechanical pressure relief valve. Since the pressure control valves 19, 20 are normally open under pressure, they open completely in the standstill function in this case and thus reliably and reliably fulfill the function of a pressure relief valve.
  • the transition from the normal function to the StiUstandsfunktion also occurs when a defect in the high pressure sensor 23 is detected. If there is a defect here, the high pressure in the high-pressure accumulator 13 can no longer be regulated. In order to still operate safely the internal combustion engine 1, the transition from the normal function in the
  • Internal combustion engine 1 can start the cycle described here again.
  • Standstill function set they are at most wide open and control a maximum flow from the high-pressure accumulator 13 into the fuel reservoir 7 from.
  • This corresponds to a protective function for the internal combustion engine 1 and the injection system 3, wherein this protective function can replace in particular the absence of a mechanical pressure relief valve.
  • the pressure control valves 19, 20 have only two functional states, namely the standstill function and the normal function, these two functional states are fully sufficient to represent the entire relevant functionality of the pressure control valves 19, 20 including the protective function for replacing a mechanical pressure relief valve.
  • Emission values in this case still be respected. Only in the higher speed range must be expected to exceed the third pressure limit pG3. In this case, the pressure control valves 19, 20 open completely, and it must be expected with a deterioration of the engine operating values, especially the emissions. At least a stable operation of the engine will then continue to be guaranteed. Even if the high-pressure sensor 23 fails, stable engine operation is still possible, even if a deterioration of the engine operating values, in particular of the emission values, may occur in this case.
  • an embodiment of the method according to the invention for operating the internal combustion engine 1 with the injection system 3 and the High-pressure accumulator 13 before that the high pressure in the high-pressure accumulator 13 is controlled via the low-pressure suction throttle 9 as the first pressure actuator in the first high-pressure control loop wherein in the normal operation, the high-pressure Störtropic VDRV on the at least one first high-pressure side pressure control valve 19 is generated as a further pressure actuator via which fuel from the high pressure accumulator 13 is diverted into the fuel reservoir 7, wherein the pressure control valve 19 is driven in the normal operation on the basis of the target volume flow Vs for the fuel to be controlled, wherein a time evolution of the desired volume flow is detected, and the desired volumetric flow is filtered, wherein furthermore a time constant for the filtering of the desired volumetric flow in
  • the temporal development of the calculated nominal volume flow Vs, ber is detected in the function block B, and this is filtered with a time constant which depends on the detected temporal evolution.
  • the function block B on a target volume flow filter 65, in which the calculated target volume flow Vs, received over.
  • a time constant T v for filtering the calculated setpoint volume flow Vs is entered into the desired volume flow filter 65.
  • the desired volume flow filter 65 is preferably designed as a proportional filter with a delay element, in particular as a PTi filter whose transfer function is in particular:
  • the time constant T is freely selectable.
  • a sixth switching element 67 determines, depending on a fourth logical signal SIG4, which value the time constant T v assumes. If the value of the fourth logic signal SIG4 'true' (true - T), increases the sixth switching element 67 its illustrated in Figure 2 left switch position, and the time constant T v a first value Ti V is assigned Taking the fourth logic signal SIG4. on the other hand, the value "false" (false - F), takes the sixth
  • the value of the fourth logic signal SIG4 is determined by calculating in a derivative element 69 a-preferably averaged-time derivation of the calculated nominal volume flow Vs, ber, in which case the time constant T v is selected as a function of the preferably averaged time derivative.
  • Derivative member 69 is supplied to a second comparator element 71, which still has the constant value zero as the input variable in addition to the time derivative determined by the derivative element 69.
  • the preferably averaged time derivative of the desired volume flow Vs, over is therefore compared in the second comparator element 71, in particular with zero.
  • the second comparator element 71 has the fourth logic signal SIG4 as an output variable. This assumes the value "true” if the time derivative resulting from the derivative element 69 is greater than or equal to 0. It assumes the value "false” if the time derivative derived from the time derivative element 69 is less than zero.
  • the first value Ti V is chosen for the time constant T v when the time derivative has a positive sign or equal to zero, the second value T 2 V being chosen for the time constant T v when the time derivative has a negative sign ,
  • the calculated nominal volume flow Vs over increases.
  • the first value Ti V is preferably selected to be zero, wherein the second value T 2 V is preferably greater than zero, that is selected to be really positive.
  • the second value T 2 V is selected from at least 0.1 s to at most 1.1 s, preferably from at least 0.2 s to at most 1 s.
  • a filtered desired volume flow Vs , gef which in normal operation equal to the desired volume flow Vs is set.
  • This filtered desired volume flow Vs, gef is preferably also supplied to the pressure regulating valve pressure regulator 41 as an input variable.
  • function block B is identical for the embodiment of the injection system 3 with two pressure control valves 19, 20 according to Figure 3 to the operation described with reference to Figure 2. Reference is therefore made to the extent to the preceding description.
  • Gradient M ittei V explained as an average time derivative of the calculated target flow rate Vs, via the calculation circuit 31:
  • a current gradient gradient Ak tueii V (ti) of the calculated target flow rate Vs, over the time t is calculated by the time span At Gra d V previous value Vs, above (ti - Atorad V ) is subtracted from the current value Vs, above (ti) and the difference is divided by the period Atorad V.
  • the gradient of the target volume flow Vs is over the time (t - (k - 1) Ta) calculated by the time span Atorad V past value Vs, cl (ti - Atorad V - (k - 1) Ta ) of the value of Vs, cl (ti - 1 - (k) is divided Ta) is subtracted, and the difference by the time interval At Gra V d.
  • An advantageous embodiment of the calculation of the averaged gradient is when it is averaged over a predefinable time period At M ittei V.
  • a first timing chart at a) shows the engine target speed ns as a solid line and the actual engine speed ni as a dotted line.
  • the engine target speed ns is identical to the constant value nst ar t.
  • the engine target speed ns drops from the value nstart to an idling speed. Subsequently the engine setpoint speed ns remains unchanged.
  • a second time chart at b) shows the target injection quantity Qs. Until the first time ti, the target injection amount Qs is identical to the constant value Qstart. Since the actual engine speed ni subsequently rises above the engine target speed ns, the desired injection quantity Qs drops in the sequence. At a second time t 2 , the target injection quantity Qs reaches the value
  • the setpoint injection quantity Qs drops to the value 0 mm / stroke and remains at this value until the engine actual speed ni falls below the engine setpoint speed n s falls. If this is the case, the desired injection quantity Qs increases again and reaches the value 2 mm / stroke again at a fifth time ts.
  • the target injection quantity Qs again reaches the value 10 mm / stroke, at a seventh time t 7 , this is settled to an idling injection target quantity QLeer.
  • a third time diagram at c) shows the calculated set flow rate Vs, above as
  • the calculated target volumetric flow Vs, over is identical to 0 1 / min when the target injection quantity Qs is greater than or equal to 10 mm / stroke.
  • both Vs, about as well as Vs, f ge up at the second time t 2 0 1 / min are identical.
  • the target injection quantity Qs drops from the value 10 mm / stroke to the value 2 mm / stroke.
  • the calculated set flow rate Vs, above 0 1 / min increases to 2 1 / min.
  • the input variable Vs, over the target volume flow filter 65 is not delayed and is thus with the output variable Vs, ge f of the target volume flow Filters 65 identical.
  • the target injection amount Qs is less than or equal to 2 mm / stroke. This results in a constant input variable Vs, over the desired volume flow filter 65 of 2 1 / min. Since the time constant T v in this case is identical to 0 s, the output variable Vs, ge f of the target volume flow filter 65 is identical in this case with the input variable Vs, over the target volume flow filter 65 and thus is constant 2 1 / min. From the fifth time t 5 to the sixth
  • the target injection quantity Qs increases from 2 mm / stroke to 10 mm / stroke.
  • the desired injection quantity Qs increases further and finally settles on the idling injection Set quantity QLeer.
  • the input variable Vs, above the desired volume flow filter 65 thus drops from the fifth time ts to the sixth time t 6 from the value of 2 1 / min to the value 0 1 / min. Subsequently, Vs remains above the value 0 1 / min.
  • a fourth timing diagram at d) shows the desired high pressure ps as a solid line. This is identical to a start value pstart until the first time t. After the first time t, the desired high pressure ps drops and finally settles at the seventh time t 7 to an idling value pLeer.
  • a dotted line shows the course of the actual high pressure pi without the function block B. From the first time ti to the actual high pressure pi initially increases and approaches in the sequence, due to the Abjurin of fuel using the
  • the withdrawal of the pressure to befed horrnden via the pressure control valve 19, 20 fuel is responsible.
  • the actual high-pressure pi initially rises very rapidly up to a first maximum value pi.
  • the actual high pressure pi slowly approaches the setpoint high pressure p s and is identical to this at a ninth time t 9 .
  • the course of the actual high pressure pi, ge f when using the function block B is shown in dashed lines. Since this only develops an effect when the first value Ti V is selected for the time constant T v of 0 s, if the
  • Fig. 7 shows a schematic detail of the method in the form of a flow chart.
  • a first step Sl the method is started.
  • the calculated setpoint volume flow Vs, ber is calculated by the calculation element 31.
  • a current time derivative of the calculated setpoint volumetric flow Vs, over is calculated.
  • an averaged time derivative of the calculated setpoint volumetric flow Vs, over is calculated.
  • the time constant T v is assigned the second value T 2 V in a seventh step S7.
  • the calculated nominal volume flow Vs, ber is filtered by the desired volume flow filter 65 with the time constant T v , resulting in the filtered desired volume flow Vs, ge f.
  • the process ends in a ninth step S9.
  • the method is preferably carried out continuously, at least during normal operation permanently during operation of the internal combustion engine 1. It therefore begins anew, in particular in the first step S1, when it has ended in the ninth step S9.
  • the invention makes it possible in particular to slow the withdrawal of the Abgresmenge to reduce the resulting increase in the high pressure. At the same time, the high pressure has quickly returned to its setpoint.
  • the invention makes it possible in particular to reduce significant increases in the high pressure. As a result, the emission behavior of the internal combustion engine 1 is improved and prevents impermissible loads due to excessive rail pressures.

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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)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un moteur à combustion interne (1), comprenant un système d'injection (3) comprenant un réservoir à haute pression (13), une haute pression dans le réservoir à haute pression (13) étant réglée au moyen d'une bobine d'absorption (9) côté basse pression en tant que premier organe de réglage de pression dans un premier circuit de réglage de haute pression, en fonctionnement normal une grandeur perturbatrice de haute pression étant générée au moyen d'au moins un premier régulateur de pression (19, 20) côté haute pression en tant qu'autre organe de réglage de pression, au moyen duquel du carburant est commandé du réservoir à haute pression (13) dans un réservoir de carburant (7), l'au moins un régulateur de pression (19, 20) étant commandé en fonctionnement normal sur la base d'un débit volumique de consigne (Vs) pour le carburant à commander. Une évolution temporelle du débit volumique de consigne (Vs) est enregistrée et le débit volumique de consigne (Vs) est filtré, une constante de temps (Tv) pour le filtrage du débit volumique de consigne (Vs) étant choisie en fonction de l'évolution temporelle enregistrée.
EP18752738.7A 2017-08-10 2018-08-07 Procédé permettant de faire fonctionner un moteur à combustion interne comprenant un système d'injection, système d'injection conçu pour la mise en uvre d'un tel procédé et moteur à combustion interne comprenant un tel système d'injection Active EP3665377B1 (fr)

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DE102017214001.1A DE102017214001B3 (de) 2017-08-10 2017-08-10 Verfahren zum Betreiben einer Brennkraftmaschine mit einem Einspritzsystem, Einspritzsystem, eingerichtet zur Durchführung eines solchen Verfahrens, und Brennkraftmaschine mit einem solchen Einspritzsystem
PCT/EP2018/071435 WO2019030245A1 (fr) 2017-08-10 2018-08-07 Procédé permettant de faire fonctionner un moteur à combustion interne comprenant un système d'injection, système d'injection conçu pour la mise en œuvre d'un tel procédé et moteur à combustion interne comprenant un tel système d'injection

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DE102019202004A1 (de) * 2019-02-14 2020-08-20 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben eines Einspritzsystems einer Brennkraftmaschine, Einspritzsystem für eine Brennkraftmaschine sowie Brennkraftmaschine mit einem solchen Einspritzsystem
DE102019132770B3 (de) * 2019-12-03 2021-01-14 Schaeffler Technologies AG & Co. KG Zweiflutige Pumpeneinheit und Verfahren zur Steuerung dieser

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DE10112702A1 (de) * 2001-03-16 2002-10-02 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine mit einem Kraftstoffzumesssystem
JP4089456B2 (ja) * 2003-02-12 2008-05-28 株式会社デンソー エンジン制御装置
DE102006040441B3 (de) * 2006-08-29 2008-02-21 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen des Öffnens eines passiven Druck-Begrenzungsventils
JP2010190165A (ja) * 2009-02-20 2010-09-02 Fuji Heavy Ind Ltd 燃料噴射量制御装置
DE102009031527B3 (de) * 2009-07-02 2010-11-18 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102009031528B3 (de) 2009-07-02 2010-11-11 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
GB2473278B (en) * 2009-09-08 2014-06-18 Gm Global Tech Operations Inc Method and system for controlling fuel pressure
DE102010043755B4 (de) 2010-11-11 2021-11-18 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät sowie Brennkraftmaschine
GB2505915A (en) * 2012-09-14 2014-03-19 Gm Global Tech Operations Inc Control method comprising correction of a feed forward engine control
DE102012019457B3 (de) * 2012-10-04 2014-03-20 Mtu Friedrichshafen Gmbh Verfahren zur Raildruckregelung einer Brennkraftmaschine
DE102014213648B3 (de) 2014-07-14 2015-10-08 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, Einspritzsystem für eine Brennkraftmaschine sowie Brennkraftmaschine
DE102015209377B4 (de) * 2015-05-21 2017-05-11 Mtu Friedrichshafen Gmbh Einspritzsystem für eine Brennkraftmaschine sowie Brennkraftmaschine mit einem solchen Einspritzsystem

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WO2019030245A1 (fr) 2019-02-14
US11208967B1 (en) 2021-12-28
DE102017214001B3 (de) 2019-02-07
CN111051673B (zh) 2022-07-29
EP3665377B1 (fr) 2022-01-19
US20210381464A1 (en) 2021-12-09

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