EP3665377B1 - 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 Download PDF

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Publication number
EP3665377B1
EP3665377B1 EP18752738.7A EP18752738A EP3665377B1 EP 3665377 B1 EP3665377 B1 EP 3665377B1 EP 18752738 A EP18752738 A EP 18752738A EP 3665377 B1 EP3665377 B1 EP 3665377B1
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EP
European Patent Office
Prior art keywords
pressure
pressure control
control valve
volume flow
value
Prior art date
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Application number
EP18752738.7A
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German (de)
English (en)
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EP3665377A1 (fr
Inventor
Armin DÖLKER
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Rolls Royce Solutions GmbH
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Rolls Royce Solutions GmbH
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Publication of EP3665377A1 publication Critical patent/EP3665377A1/fr
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    • 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
    • F02D41/30—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
    • F02D41/02—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, an injection system for an internal combustion engine that is set up to carry out such a method, and an internal combustion engine with such an injection system.
  • the high pressure in the high-pressure accumulator initially increases, since the fuel quantity to be injected into the combustion chambers of the internal combustion engine is quickly reduced, with the high-pressure control being delayed appeals.
  • the high-pressure disturbance variable ie the target volume flow for the fuel to be controlled via the pressure-regulating valve, is rapidly increased, so that the high pressure drops again.
  • the target volume flow for the fuel to be controlled is only reduced again after the internal combustion engine has reached its idling speed.
  • the invention is based on the object of creating a method for operating an internal combustion engine, an injection system that is set up for carrying out such a method, and an internal combustion engine with such an injection system, in which case the disadvantages mentioned do not occur.
  • the object is achieved in particular by the method described above being developed in such a way that a time development of the target volume flow is recorded and that the target volume flow is filtered, with a time constant for filtering the target volume flow depending on the recorded temporal development of the target volume flow is selected.
  • the at least one pressure control valve is controlled with the filtered target volume flow.
  • the setpoint volume flow can be reduced or withdrawn in particular with a delay, so that an excessive increase in the high pressure, which can lead to a significantly worsened emission behavior of the internal combustion engine and to an impermissible load on the same, is avoided.
  • the development of the target volume flow over time can be fast and particularly highly dynamic if this is necessary to protect the internal combustion engine from an impermissible load, in particular to limit an impermissible increase in the high pressure by rapidly increasing the target volume flow.
  • this high dynamic of the target volume flow is no longer mandatory for each time development of the same, but rather can be delayed for such events in which, for example, too rapid a reduction in the target volume flow leads to an impermissible high-pressure increase in the high-pressure accumulator would.
  • the internal combustion engine is protected in this way from an impermissibly high load, and a Deteriorated emission behavior of the internal combustion engine at corresponding operating points or during corresponding operating events can be effectively avoided. This results in a longer service life for the injection system and also for the internal combustion engine as a whole, as well as a globally improved emissions behavior.
  • the injection system of the internal combustion engine has at least one first pressure control valve on the high-pressure side as an additional pressure control element. According to one embodiment, it is therefore possible for the injection system to have only and precisely one pressure control valve on the high-pressure side. According to another embodiment, however, it is also possible for the injection system to have a plurality of high-pressure-side pressure control valves as additional pressure actuators, it being possible in particular to have exactly two high-pressure-side pressure control valves as additional pressure actuators.
  • the injection system is set up in particular 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 very particularly for injecting fuel into a plurality of combustion chambers of the internal combustion engine, in particular for direct injection of 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, with the injection system preferably being designed as a common rail injection system.
  • a fuel volume flow that can be delivered from the fuel reservoir to the high-pressure accumulator can be adjusted via the suction throttle on the low-pressure side, so that the high pressure is regulated via the first high-pressure control circuit by varying the fuel quantity supplied to the high-pressure accumulator per unit of time.
  • Fuel can be discharged from the high-pressure accumulator into the fuel reservoir via the at least one high-pressure-side pressure control valve, so that the pressure control valve can be used in particular to prevent an impermissible increase in high pressure and/or to quickly reduce high pressure.
  • a time derivative of the target volume flow is calculated, with the time constant for the filtering applied to the target volume flow being selected as a function of the time derivative.
  • the dynamics of the target volume flow can be influenced as a function of its development over time.
  • An averaged time derivative of the target volume flow is preferably calculated, with the time constant being selected as a function of the averaged time derivative.
  • a first time constant is selected if the - preferably averaged - time derivative has a positive sign or is equal to zero, with a second time constant different from the first time constant being selected if 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 is equal to zero means in particular that it is genuinely 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 truly negative, i.e. less than zero.
  • the choice of the time constant i.e.
  • the choice of a value for the time constant can be made dependent on whether the target volume flow is increasing or decreasing.
  • a different, preferably smaller, time constant can be selected for an increase in the target volume flow than for a drop in the target volume flow. It is thus possible for the target volume flow to rise rapidly in order to avoid an impermissible increase in high pressure or to quickly reduce high pressure, while on the other hand a reduction in the target volume flow can be delayed in order in this case to prevent an impermissible increase in high pressure to be avoided in the high-pressure accumulator.
  • the first time constant is equal to zero. This advantageously enables filtering of the target volume flow when it rises, which as a result returns the identical target volume flow, which consequently has the same effect as if the target volume flow were not filtered. So this one can increase dynamically and without delay in order to be able to quickly divert fuel from the high-pressure accumulator and thus avoid an impermissible increase in high pressure or to be able to reduce the high pressure quickly.
  • the second time constant is preferably greater than zero, ie in particular genuinely positive. If the target volume flow drops, this drop can accordingly be delayed due to the genuinely positive second time constant, with the actuation of the pressure control valve in the closing direction being delayed in particular. As a result, an impermissible increase in the high pressure when the target volume flow is reduced can be avoided or at least reduced.
  • the second time constant is from at least 0.1 second to at most 1.1 second, preferably from at least 0.2 second to at most 1 second. It has been found that these values for the second time constant are particularly suitable for avoiding an impermissible increase in the high pressure in the high-pressure accumulator due to the closing of the pressure control valve.
  • the setpoint volume flow is filtered using a proportional filter with a delay element, in particular using a PT 1 algorithm.
  • This configuration has proven to be a particularly effective filtering of the target volume flow in order to achieve the advantages mentioned here.
  • the high pressure is regulated in a first mode of protection mode by means of the at least one pressure control valve via a second high-pressure control circuit.
  • this provides redundancy in the control of the high pressure, whereby even if the first high-pressure control circuit fails - in particular if the suction throttle as the first pressure actuator fails, for example due to a cable break, a suction throttle plug that has been forgotten to be plugged in, jamming or soiling of the suction throttle , or another error or defect in the first high-pressure control circuit - the high pressure can still be controlled, namely via the second high-pressure control circuit and by means of the at least one pressure control valve. A deterioration in the emission behavior of the internal combustion engine can thus be avoided.
  • At least one second high-pressure-side pressure control valve which is controlled by the at least one first high-pressure-side pressure control valve is different, is controlled in addition to the at least one first pressure control valve as a pressure actuator for controlling the high pressure.
  • the second pressure control valve is arranged in parallel to the first pressure control valve in terms of flow, with both pressure control valves—connected in parallel—connecting the high-pressure accumulator to the fuel reservoir, and it being possible for fuel to be discharged from the high-pressure accumulator into the fuel reservoir via both pressure control valves.
  • the at least one first pressure control valve is no longer sufficient for functioning high-pressure control, so that the high pressure continues to rise despite activation of the at least one first pressure control valve, it is then possible in the second operating mode of protection mode to operate the at least one second pressure control valve switch on, so now the pressure valves are controlled together for pressure control of the high pressure as pressure actuators.
  • the at least one second pressure control valve is preferably also controlled by the second high-pressure control circuit--like the at least one first pressure control valve.
  • the third mode of protection mode all the pressure control valves, in particular the at least one first pressure control valve and the at least one second pressure control valve, are permanently open.
  • a large volume flow of fuel can be continuously diverted from the high-pressure accumulator into the fuel reservoir via the pressure control valves.
  • the pressure control valves are preferably controlled in the direction of a maximum opening, so that a maximum fuel volume flow can be controlled via the pressure control valves.
  • an impermissibly high high pressure in the high-pressure accumulator can be rapidly and reliably reduced not only temporarily, but permanently, so that the injection system is protected effectively and reliably.
  • this functionality makes it possible to dispense with a mechanical pressure relief valve, so that installation space and costs can be saved.
  • the functionality of the mechanical pressure relief valve is simulated by controlling the at least one pressure control valve.
  • the first mode of protection mode when the high pressure reaches or exceeds a first pressure limit value, or when a defect in the suction throttle is detected.
  • a switch is made to the second operating mode of protection mode when the high pressure reaches or exceeds a second pressure limit value.
  • the third mode of protection is switched to when the high pressure reaches or exceeds a third pressure limit value, or when a defect in a high-pressure sensor is detected.
  • the third pressure limit is preferably selected to be greater than the second pressure limit.
  • the third pressure limit value is preferably selected to be greater than the first pressure limit value.
  • the second pressure limit value is preferably selected to be greater than the first pressure limit value.
  • the second pressure limit is particularly preferably selected to be greater than the first pressure limit, with the third pressure limit being selected to be greater than the second pressure limit. It is possible, for example, for the first pressure limit value to be chosen to be 2400 bar, with the third pressure limit value being able to be 2500 bar.
  • the second pressure limit is preferably selected between the first pressure limit and the third pressure limit.
  • the suction throttle is preferably driven to a permanently open position.
  • the suction throttle is preferably driven to a permanently open position in particular or only in the third operating mode of the protection mode. Even if the at least one pressure control valve is permanently open, this enables sufficient fuel delivery into the high-pressure accumulator, so that the internal combustion engine does not stall.
  • the suction throttle is permanently opened, in particular in a type of emergency operation, in order to ensure that sufficient fuel can still be pumped into the high-pressure accumulator even in the medium and low speed range of the internal combustion engine in order to be able to maintain the operation of the internal combustion engine.
  • the object is also achieved by creating an injection system for an internal combustion engine which has at least one injector, a high-pressure accumulator which is in fluid communication with the at least one injector on the one hand and with a fuel reservoir on the other via a high-pressure pump, the high-pressure pump having a suction throttle as first pressure actuator is assigned, and is created with a pressure control valve, via which the high-pressure accumulator is fluidically connected to the fuel reservoir.
  • the injection system has a control unit that is connected to the at least one injector Suction throttle and the at least one pressure control valve is operatively connected.
  • the control device is set up to carry out a method according to one of the previously described embodiments.
  • the injection system preferably has a plurality of injectors, wherein it has precisely one and only one high-pressure accumulator to which the various injectors are fluidically connected.
  • the common high-pressure accumulator is designed as a so-called common rail, in particular as a rail, with the injection system preferably being designed as a common rail injection system.
  • the suction throttle is connected upstream of the high-pressure pump, in particular upstream of it in terms of flow, that is to say upstream of the high-pressure pump. It is possible for the suction throttle to be integrated into the high-pressure pump or into a housing of the high-pressure pump.
  • a low-pressure pump is preferably arranged upstream of the high-pressure pump and the suction throttle in order to deliver fuel from the fuel reservoir to the suction throttle and the high-pressure pump.
  • a pressure sensor is preferably arranged on the high-pressure accumulator, which is set up to detect a high pressure in the high-pressure accumulator and is operatively connected to the control unit, so that the high pressure can be registered in the control unit.
  • the control unit is preferably designed as an engine control unit (ECU) of the internal combustion engine.
  • ECU engine control unit
  • a separate control device it is also possible for a separate control device to be provided specifically for carrying out the method.
  • An exemplary embodiment of the injection system is preferred in which the pressure control valve is designed to be normally open.
  • This configuration has the advantage that the pressure control valve opens as wide as possible in the event that it is not actuated or energized, which enables particularly safe and reliable operation, in particular when a mechanical pressure relief valve is not used. An impermissible increase in the high pressure in the high-pressure accumulator can then also be avoided if it is not possible to energize the pressure control valve due to a technical error.
  • FIG. 1 shows a schematic representation 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 pumping fuel from a fuel reservoir 7, an adjustable suction throttle 9 on the low-pressure side for influencing a fuel volume flow flowing through it, a high-pressure pump 11 for pumping the fuel under pressure increase into 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 it is optionally possible for the injection system 3 to be designed with individual reservoirs, in which case, for example, an individual reservoir 17 is integrated into the injector 15 as an additional buffer volume.
  • VDRV1 It is a first, in particular electrically controllable, high-pressure-side pressure control valve 19 provided, via which the high-pressure accumulator 13 is fluidly connected to the fuel reservoir 7 .
  • the position of the first pressure control valve 19 defines a fuel volume flow, which is diverted from the high-pressure accumulator 13 into the fuel reservoir 7 .
  • This fuel volume flow is in figure 1 denoted by VDRV1 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 control valve 20 via which the high-pressure accumulator 13 is also fluidly connected to the fuel reservoir 7 .
  • the two pressure control valves 19, 20 are therefore arranged in particular fluidically parallel to one another.
  • a fuel volume flow can also be defined via the second pressure control valve 20 and can be diverted from the high-pressure accumulator 13 into the fuel reservoir 7 .
  • This fuel volume flow is in figure 1 designated VDRV2.
  • the injection system 3 preferably does not have a mechanical pressure relief valve, which is conventionally provided and then connects the high-pressure accumulator 13 to the fuel reservoir 7 .
  • the mechanical pressure relief valve can be dispensed with since its function is completely taken over by the at least one pressure control valve 19, 20.
  • an embodiment of the injection system 3 with at least one mechanical overpressure valve is also possible, as a result of which an additional safety measure to avoid an impermissible 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 mode of operation of the injection system 1 is explained below, in particular with reference to the exemplary embodiment shown here, which has exactly 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 contains the usual components of a microcomputer system, for example a microprocessor, I/O components, buffer and memory components (EEPROM, RAM).
  • the operating data relevant to the operation of the internal combustion engine 1 are applied in characteristic diagrams/characteristic curves in the memory modules.
  • Electronic control unit 21 uses these to calculate output variables from input variables.
  • FIG 1 the following input variables are shown as examples: A measured, as yet unfiltered high pressure p, which prevails in the high-pressure accumulator 13 and is measured by a high-pressure sensor 23, a current engine speed n I , a signal FP for the performance specification by an operator of the internal combustion engine 1, and an input variable E Further sensor signals are preferably combined under the input variable E, for example a charge air pressure of an exhaust gas turbocharger.
  • an individual accumulator pressure p E is preferably an additional input variable of control unit 21.
  • Examples of output variables from electronic control unit 21 are a signal PWMSD for activating suction throttle 9 as a pressure actuator, a signal ve for activating injectors 15 - which in particular specifies a start and/or end of injection or also an injection duration - a first signal PWMDRV1 for activation a first pressure control valve of the two pressure control valves 19, 20, and a second signal PWMDRV2 for controlling a second pressure control valve of the two pressure control valves 19, 20.
  • the signals PWMDRV1, PWMDRV2 are preferably pulse width modulated signals via which the position of a pressure control valve 19, 20 and thus the fuel volume flow VDRV1, VDRV2 assigned to the pressure control valve 19, 20 can be defined.
  • an output variable A is also shown, which is representative of further control signals for controlling and/or regulating internal combustion engine 1, for example for a control signal for activating a second exhaust gas turbocharger in register charging.
  • a first high-pressure control circuit (not shown) is provided, via which the high pressure in the high-pressure accumulator 13 is controlled in normal operation of the injection system 3 by means of the suction throttle 9 as the first pressure actuator.
  • the first high-pressure control loop has a target high-pressure p S for the injection system 3 as an input variable.
  • a characteristic map as a function of a rotational speed of internal combustion engine 1, a load or torque requirement on internal combustion engine 1 and/or as a function of other variables, in particular those used for correction.
  • Further input variables of the first high-pressure control loop are, in particular, a measured speed n I of internal combustion engine 1 and a setpoint injection quantity Q S preferably also read from a characteristic diagram and/or resulting from a speed control for internal combustion engine 1 .
  • the first high-pressure control circuit has, in particular, an actual high pressure p I , which is obtained from the high pressure p measured by the high-pressure sensor 23, in that this is preferably subjected to a first filtering with a longer time constant, and at the same time it is preferably subjected to a second filtering is subjected to a smaller time constant in order to calculate a dynamic rail pressure p dyn as a further output variable of the first high-pressure control loop.
  • a first switching element 27 is preferably provided, with which it is possible to switch over between normal operation and a first operating mode of a protective operation depending on a first logic signal SIG1.
  • the switching element 27--like preferably all the switching elements described below--is implemented entirely on an electronic or software level.
  • the functionality described below is preferably switched depending on the value of a variable corresponding to the first logic signal SIG1, which is designed in particular as a so-called flag and can assume the values “true” or “false”.
  • the switching element 27 it is of course also possible for the switching element 27 to be in the form of a real switch, for example a relay.
  • This switch can then be switched, for example, depending on a level of an electrical signal.
  • normal operation is set when the first logic signal SIG1 has the value “false” (false).
  • the first operating mode of protection mode is set when the first logic signal SIG1 has the value "true”.
  • a second switching element 29 is provided, which is set up to switch the activation of the pressure control valve 19 from a normal function to a standstill function and back.
  • the second switching element 29 is controlled as a function of a second logic signal Z or the value of a corresponding variable.
  • the second switching element 29 can be designed as a virtual, in particular software-based switching element, which switches between the normal function and the standstill function depending on the value of a variable designed in particular as a flag.
  • the second switching element 29 it is also possible for the second switching element 29 to be in the form of a real switch, for example a relay, which switches as a function of a signal value of an electrical signal.
  • the second logic signal Z specifically 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 control valve 19 is set when the second logic signal Z assumes the value 2, with the standstill function being set when the second logic signal Z assumes the value 1.
  • a different definition of the second logic signal Z is possible, in particular such that a corresponding variable can assume the values 0 and 1.
  • a calculation element 31 is provided, which outputs a calculated setpoint volume flow V S,ber as an output variable, with the instantaneous speed n I , the setpoint injection quantity Q S , and preferably also the Target high pressure p S , the dynamic rail pressure p dyn , and the actual high pressure p I are included .
  • the functioning of the calculation element 31 is described in detail in the German patent specifications DE 10 2009 031 528 B3 and DE 10 2009 031 527 B3 described.
  • a positive value is calculated for a static target volume flow
  • a static target volume flow of 0 is calculated.
  • the static target volume flow is preferably corrected by adding a dynamic target volume flow, which in turn is calculated via a dynamic correction depending on the target high pressure p S , the actual high pressure p I and the dynamic rail pressure p dyn .
  • the calculated target volume flow V S,ber is the sum of the static target volume flow and the dynamic target volume flow.
  • the calculated target volume flow V S,ber is a resultant target volume flow.
  • the calculated target volume flow V S,ber is transferred unchanged as target volume flow V S to a pressure control valve characteristic map 33 - as explained, initially disregarding function block B .
  • the pressure control valve map 33 forms here - as in the German patent DE 10 2009 031 528 B3 described - an inverse characteristic of the pressure control valve 19 from.
  • the output variable of this pressure control valve characteristics map 33 is a pressure control valve target flow I S , input variables are the target volume flow V S to be controlled and the actual high pressure p I .
  • the pressure control valve setpoint current I S is fed to a current controller 35 which has the task of controlling the current for controlling the pressure control valve 19 .
  • Other input variables of the current controller 35 are, for example, a proportional coefficient kp I, DRV and an ohmic resistance R I, DRV of the pressure control valve 19.
  • the output variable of the current controller 35 is a setpoint voltage U S for the pressure control valve 19, which, by reference to an operating voltage U B in in a manner known per se, is converted into a duty cycle for the pulse width modeled signal PWMDRV for controlling the pressure control valve 19 and is supplied to it in the normal function, ie when the second logic signal Z has the value 2.
  • the current at the pressure control valve 19 is measured as the measured current variable I R , filtered in a current filter 37 and fed back to the current controller 35 as the filtered actual current I I .
  • a high-pressure disturbance variable namely the controlled fuel volume flow VDRV, is generated via the pressure control valve 19 as the second pressure actuator.
  • the first switching element 27 switches over from normal operation to the first operating mode of the protection zone.
  • the conditions under which this is the case will be explained in connection with figure 4 explained.
  • the pressure control valve 19 With regard to the actuation of the pressure control valve 19, there is no difference in the first operating mode of protection mode insofar as the pressure control valve 19 is also actuated here with the setpoint volume flow V S , at least as long as the normal function is set by the second switching element 29.
  • the target volume flow V S is calculated differently than in normal operation, namely via a second high-pressure control circuit 39.
  • the target volume flow V S is set to be identical to a limited output volume flow V R of a pressure control valve pressure regulator 41 .
  • the pressure control valve pressure regulator 41 has a high-pressure control deviation e p as an input variable, which is calculated as the difference between the setpoint high pressure p S and the actual high pressure p I .
  • Further input variables of the pressure control valve pressure controller 41 are preferably a maximum volume flow V max for the pressure control valve 19, disregarding the function block B, the setpoint volume flow V S,ber calculated in the calculation element 31, and/or a proportional coefficient kp DRV .
  • the pressure control valve pressure controller 41 is preferably designed as a PI (DT 1 ) algorithm.
  • an integrating component (I component) at the point in time at which the first switching element 27 moves from its in figure 2 shown lower is switched to its upper switch position, disregarding the function block B with the calculated target volume flow V S,ber initialized.
  • the I component of the pressure control valve pressure regulator 41 is limited to the maximum volume flow V max for the pressure control valve 19 .
  • the maximum volume flow V max is preferably an output variable of a two-dimensional characteristic curve 43, which has the maximum volume flow through the pressure control valve 19 as a function of the high pressure, with the characteristic curve 43 receiving the actual high pressure p I as an input variable.
  • the output variable of the pressure control valve pressure controller 41 is an unlimited volume flow V U , which is set to the maximum volume flow in a limiting element 45 V max is limited.
  • the limiting element 45 outputs the limited target volume flow V R as an output variable.
  • the pressure control valve 19 is then controlled with this as the setpoint volume flow V S , in that the setpoint volume flow V S is fed to the pressure control valve characteristic diagram 33 in the manner already described.
  • the pressure control valve 19 is actuated as a pressure actuator for controlling the high pressure in the high-pressure accumulator 13 via the second high-pressure control circuit 39.
  • the first logic signal SIG1 assumes the logic value "true” when the dynamic rail pressure p dyn -- for example as a result of a broken cable in the suction throttle connector -- reaches or exceeds a first pressure limit value p G1 .
  • the first switching element 27 changes to the in figure 3 shown upper switching position, so that the high pressure is now controlled using the second high-pressure control circuit 39 and one of the pressure control valves 19, 20.
  • a third logic signal SIG2 has the value "false” if the dynamic rail pressure p dyn has not yet reached a second pressure limit value p G2 .
  • a second pressure control valve setpoint current I S,2 for a second pressure control valve 20, 19 is then read out from a second pressure control valve characteristic map 49 via a third switching element 47. which has the actual high pressure p I and the constant value zero for the target volume flow as an input variable. If the two pressure control valves 19, 20 are identical, the second pressure control valve map 49 is equal to the first pressure control valve map 33 and differs only with regard to the incoming setpoint volume flow, which is set constant at zero. If different pressure control valves 19, 20 are used, the two pressure control valve characteristic diagrams 33, 49 can differ.
  • the pressure control valve 19, 20 controlled in this way is controlled in such a way that it is completely closed, with no fuel being discharged into the fuel reservoir 7.
  • the high pressure is therefore only regulated with the aid of one pressure control valve 19, 20 of the pressure control valves 19, 20 until the dynamic rail pressure p dyn reaches or exceeds the second pressure limit value p G2 .
  • a fourth switching element 44 is provided, which determines the value of a factor f DRV .
  • This fourth switching element 44 is also controlled as a function of the third logic signal SIG2 and takes its in figure 3 shown lower switching position when the third logic signal SIG2 has the value "false" (false).
  • the output variable of the characteristic curve 43 is multiplied by a factor of 1.
  • the limited target volume flow V R resulting from the limiting element 45 is divided by the factor 1.
  • both pressure control valves 19, 20 can use the same characteristic curve 43, and thus in particular only one characteristic curve 43, if the pressure control valves 19, 20 are of identical design. If the pressure control valves 19, 20 are designed differently, different characteristic curves 43 are preferably used for the different pressure control valves 19,20.
  • the third logic signal SIG2 assumes the value “true” (true). This means that the third switching element 47 and the fourth switching element 44 in their in figure 3 change upper switch position. If one first looks at the third switching element 47, it is evident that the second pressure control valve setpoint current I S,2 in the exemplary embodiment specifically shown here is now identical to the first pressure control valve setpoint current I S , so that both pressure control valves 19, 20 are supplied with the same target current. This in turn presupposes that the two pressure control valves 19, 20 are of identical design, which corresponds to a preferred embodiment.
  • Two identical pressure control valves 19, 20 can divert twice the amount of fuel compared to a single pressure control valve 19, 20. For this reason - if one now considers the fourth switching element 44 - the factor f DRV now has the value 2, as a result of which the maximum volume flow V max resulting from the characteristic curve 43 is doubled.
  • the limited volume flow V R which results from the limiting element 45, is divided by the factor f DRV and thus now by two, since ultimately the resulting pressure control valve setpoint volume flow V S corresponds to a pressure control valve 19, 20 and the control of a pressure control valve 19, 20 serves. This procedure is also matched to the preferred embodiment, in which the two pressure control valves 19, 20 used are of the same design.
  • different characteristic curves 43, different second high-pressure control circuits 39, and different pressure control valve characteristic diagrams 33, 49 are used to control the different pressure control valves 19, 20. If, on the other hand, more than two pressure control valves 19, 20 of the same design are provided, they can be configured completely analogously to the illustration in figure 3 by multiplying the control elements shown there for each pressure control valve 19, 20, the number of pressure control valves 19, 20 used being able to be used as factor f DRV in the upper switching position of the fourth switching element 44.
  • the second pressure control valve setpoint current I S,2 is the input variable of a second current controller 51, which is otherwise preferably designed in the same way as the first current controller 35. Otherwise, the control mechanism for generating the second control signal PWMDRV2 corresponds to that for generating the first control signal PWMDRV1 and of a drive signal PWMDRV according to figure 2 , a fifth switching element 53 being provided here for switching between the normal function and the standstill function, and a second current filter 55 being provided for filtering a second, measured current variable I R,2 , which has a second actual current I I, 2 which is fed to the second current regulator 51 .
  • the controller parameters of the second current controller 51 are preferably set in the same way as the corresponding parameters of the first current controller 35.
  • the duty cycle of the drive signals PWMDRV1, PWMDRV2 in the standstill function is identical to 0%.
  • the respective control signal PWMDRV1, PWMDRV2 is generated by the control mimic assigned to it, as has already been explained above.
  • the two control signals PWMDRV1, PWMDRV2 are preferably not fed directly to the pressure control valves 19, 20, but rather to a switching logic 57 which ensures that the pressure control valves 19, 20 are controlled alternately with the control signals PWMDRV1, PWMDRV2.
  • the measured current variables I R , I R,2 are preferably also taken from the switchover logic 57, which ensures that they are always measured at the respective pressure control valves 19, 20 correctly assigned to the control signals PWMDRV1, PWMDRV2 in order to achieve a defined control of each to ensure the pressure control valves 19, 20 on the flow controller 35, 51.
  • a load on the pressure control valves 19, 20 can advantageously be standardized by means of the switchover logic 57, so that in particular one of the pressure control valves 19, 20 is not activated much more frequently than the other.
  • first logic signal SIG1 the first logic signal SIG1
  • the following explanations for the first logic signal SIG1 apply both to the exemplary embodiment of the injection system with only one pressure control valve 19 according to FIG figure 2 as well as for the embodiment of the injection system 3 with two pressure control valves 19, 20 according to figure 3 to.
  • the output of a first comparator element 59 has the value “false”.
  • the value of the first logic signal SIG1 is initialized with "false”.
  • the result of a first OR 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 OR element 61 is fed to an input of a first AND element 63, the other input of which is a slash through a dash shown negation is supplied to a variable MS, the variable MS having the value "true” when the internal combustion engine 1 is stationary and having the value "false” when the internal combustion engine 1 is running. Accordingly, when the internal combustion engine 1 is in operation, the negative value of the variable MS is “true”.
  • the output of the rounding element 63 and thus the value of the first logic signal SIG1 is "wrong" as long as the dynamic rail pressure p dyn does not reach or exceed the first pressure limit value p G1 . If the dynamic rail pressure p dyn reaches or exceeds the first pressure limit value p G1 , the output of the first comparator element 59 jumps from “false” to “true”. Thus the output of the first OR element 61 also jumps from “false” to “true”. If the internal combustion engine 1 is running, the output of the first rounding element 63 also jumps from “false” to "true", so that the value of the first logic signal SIG1 becomes “true”.
  • the first logic signal SIG1 assumes the value "true" and the first switching element 27 assumes its upper switching position.
  • the target volume flow V S is identical to the limited volume flow V R of the second high-pressure control circuit 39--possibly except for the factor f DRV .
  • the at least one pressure control valve 19, 20 generates a high-pressure disturbance variable. Whenever the dynamic rail pressure p dyn reaches the first pressure limit value p G1 for the first time, the high pressure is then controlled by the pressure control valve pressure controller 41, and this continues until a standstill of the internal combustion engine 1 is detected. In the first operating mode of protection mode, the at least one pressure control valve 19, 20 therefore takes over the control of the high pressure via the second high-pressure control circuit 39.
  • FIG 3 shows that the second mode of protection mode is activated when the third logic signal SIG2 changes its truth value from “false” to "true”, in which case the previously inactive pressure control valve 20, 19 is switched on, so that the high pressure of both Pressure control valves 19, 20 is regulated.
  • the second logic signal Z has the value 2
  • - as already explained - the normal function for the pressure control valves 19, 20 is set, and these are set with their respective setpoint currents I S , I S,2 and the control signals PWMDRV, PWMDRV1 , PWMDRV2 driven.
  • figure 5 shows schematically a state transition diagram for the pressure control valves 19, 20 from the normal function to the standstill function and back for an embodiment of the Injection system 3 with two pressure control valves 19, 20.
  • two pressure limit values namely the first pressure limit value p G1 and the third pressure limit value p G3 must be taken into account.
  • the pressure control valves 19, 20 are preferably designed in such a way that they are designed to be closed when depressurized and de-energized, they being more preferably designed in such a way that they are closed when the pressure applied on the input side reaches an opening pressure value, wherein they open when the pressure applied on the input side reaches or exceeds the opening pressure value when de-energized. They are then normally open under inlet pressure and can be actuated in the direction of the closed state by energizing them.
  • the opening pressure value can be 850 bar, for example.
  • the standstill function is symbolized by a first circle K1 at the bottom left, the normal function being symbolized by a second circle K2 at the top right.
  • a first arrow P1 represents a transition between the standstill function and the normal function, with a second arrow P2 representing a transition between the normal function and the standstill function.
  • a third arrow P3 indicates an initialization of the internal combustion engine 1 after the control unit has been switched on, with the pressure control valves 19, 20 initially being initialized in the standstill function.
  • the dynamic rail pressure p dyn exceeds the third pressure limit value p G3 , which is preferably selected to be greater than the first pressure limit value p G1 and the second pressure limit value p G2 , and in particular has a value at which, in a conventional configuration of the injection system would open a 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 safely and reliably fulfill the function of a pressure relief valve.
  • the transition from the normal function to the standstill function also takes place if 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 be able to operate the internal combustion engine 1 safely, the pressure control valves 19, 20 are switched from the normal function to the standstill function, so that they open and thus prevent an impermissible increase in high pressure.
  • the standstill function is set for the pressure control valves 19 , 20 under pressure in the high-pressure accumulator 13 , they are opened as far as possible and control a maximum volume flow from the high-pressure accumulator 13 into the fuel reservoir 7 .
  • This corresponds to a protective function for the internal combustion engine 1 and the injection system 3, and this protective function can in particular replace the lack of a mechanical pressure relief valve.
  • the pressure control valves 19, 20 only have two functional states, namely the standstill function and the normal function, with these two functional states being 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.
  • the high pressure can still be regulated stably by means of the pressure control valves, since the pumping capacity of the high-pressure pump 11 is dependent on the rotational speed. This means that engine operating values, especially emission values, can still be maintained in this case.
  • Exceeding the third pressure limit value p G3 must only be expected in the higher speed range. In this case, the pressure control valves 19, 20 open completely, and a deterioration in the engine operating values, especially the emissions, must be expected. At least stable operation of the engine is then still guaranteed.
  • both pressure control valves 19, 20 are simultaneously transferred from the closed to an open state. In this way, large pressure gradients, which could have a damaging effect on the injection system 3, are avoided.
  • the setpoint injection quantity Q S decreases very quickly—in particular to zero—with the increase in engine speed n I in the form of overshoots after load shedding. If the setpoint injection quantity Q S falls to very small values, the setpoint volume flow V S,ber calculated via the calculation element 31 again increases rapidly—in particular up to a maximum value of preferably 2 l/min. If the engine speed n I then falls below the setpoint speed, the result is a positive speed control deviation. This leads to the target injection quantity Q S increasing again. An increasing setpoint injection quantity Q S in turn leads to a drop in the calculated setpoint volume flow V S,ber , in particular down to the value 0 l/min.
  • the associated, very rapid reduction in the fuel volume flow VDRV controlled via the pressure control valve 19 in normal operation leads to a significant increase in the actual high pressure p I , for example by approximately 500 bar.
  • a very rapid reduction in the fuel volume flow VDRV controlled via the pressure control valve 19 therefore leads to a sharp, sudden increase in the actual high pressure p I .
  • the internal combustion engine 1 can, on the one hand, be subjected to an impermissibly high load, and on the other hand, its emission behavior deteriorates due to the large deviation from the setpoint high pressure p S .
  • the target volume flow V S in normal operation behaves the same in both situations—disregarding the function block B—in particular with the same dynamics.
  • an inventive embodiment of the method for operating the internal combustion engine 1 with the injection system 3 and the High-pressure accumulator 13 provides that the high pressure in the high-pressure accumulator 13 is regulated via the low-pressure-side suction throttle 9 as the first pressure actuator in the first high-pressure control circuit, wherein in normal operation the high-pressure disturbance variable VDRV is generated via the at least one first high-pressure-side pressure control valve 19 as a further pressure actuator , via which fuel is discharged from the high-pressure accumulator 13 into the fuel reservoir 7, with the pressure control valve 19 being controlled in normal operation on the basis of the target volume flow V S for the fuel to be discharged, with a temporal development of the target volume flow being recorded, and wherein the target volume flow is filtered, wherein a time constant for filtering the target volume flow is also selected as a function of the recorded development of the target volume flow over time.
  • the function block B in particular the development over time of the calculated target volume flow V S,ber is recorded, and this is filtered with a time constant that depends on the recorded development over time.
  • the function block B has a target volume flow filter 65, into which the calculated target volume flow V S,ber enters. Furthermore, a time constant T V for filtering the calculated setpoint volume flow V S,ber enters the setpoint volume flow filter 65 .
  • the time constant T V can be freely selected.
  • a sixth switching element 67 determines the value of the time constant T V as a function of a fourth logic signal SIG4. If the value of the fourth logic signal SIG4 is "true" (true - T), the sixth switching element 67 takes its in figure 2 shown left switch position, and the time constant T V is assigned a first value T 1 v . Takes the fourth logic signal SIG4 contrast, the value of 'false' (false - F) to the sixth switching element 67 takes its right switch setting, and the time constant T V is a second value T assigned to 2V.
  • the value of the fourth logic signal SIG4 is determined by a in a discharge member 69 - preferably averaged - time derivation of the calculated target flow rate V S, is calculated over, wherein accordingly, the time constant T V is selected depending on the preferably averaged time derivative .
  • the preferably averaged time derivative is supplied as the output variable of the derivation element 69 to a second comparator element 71 which, in addition to the time derivative determined by the derivation element 69, also has the constant value zero as an input variable.
  • the preferably averaged time derivative of the target volume flow V S,ber is accordingly 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 zero. It assumes the value "false” if the time derivative resulting from the time derivative element 69 is less than zero.
  • the first value T 1 V is selected for the time constant T V when the time derivative has a positive sign or is equal to zero, the second value T 2 V for the time constant T V being selected when the time derivative has a negative sign having.
  • the values T 1 V , T 2 V for the time constant T V are now selected in particular in such a way that the development over time of the target volume flow V S is delayed when it falls, while at the same time it is not delayed or only slightly delayed when the target -Volume flow V S and in particular the calculated target volume flow V S, ber increases.
  • the first value T 1 V is preferably selected to be zero, with the second value T 2 V preferably being selected to be greater than zero, and consequently genuinely positive.
  • the second value T 2 V is preferably selected to be at least 0.1 s to at most 1.1 s, preferably at least 0.2 s to at most 1 s.
  • a filtered target volume flow V S,gef results from the target volume flow filter 65 and thus from the function block B, which in normal operation is equal to the target volume flow V S is set.
  • This filtered target volume flow V S,gef is preferably also fed to the pressure control valve pressure controller 41 as an input variable.
  • the function of the function block B is for the embodiment of the injection system 3 with two pressure control valves 19, 20 according to figure 3 identical to that referred to figure 2 described functionality. In this regard, reference is therefore made to the previous description.
  • a particularly advantageous calculation of an averaged gradient Gradient Mean V as an averaged time derivative of the calculated setpoint volume flow V S,cal of the calculation element 31 is explained:
  • a current gradient Gradient Actual V (t 1 ) of the calculated setpoint volume flow V S,cal at time t 1 is calculated by subtracting the previous value V S,ber (t 1 - ⁇ t degree V ) from the time period ⁇ t degree V from the current value V S,ber (t 1 ) and the difference divided by the time period ⁇ t degree V is divided.
  • the gradient of the set volume flow V S, calc is the time (t 1 - (k - 1) Ta) is calculated by the past by the time interval .DELTA.t degree V value V S, cl (t 1 - .DELTA.t degree V - (k - 1) Ta) is subtracted from the value V S,ber (t 1 - (k - 1) Ta) and the difference is divided by the time period ⁇ t deg V.
  • An advantageous embodiment of the calculation of the average gradient is when it is averaged over a predetermined time period .DELTA.t medium V.
  • 6 shows a schematic representation of the effects arising in connection with the method, in particular in the form of four time diagrams.
  • a first time diagram at a) shows the desired engine speed n S as a solid line and the actual engine speed n I as a dotted line. Up to a first point in time t 1 , the target engine speed n S is identical to the constant value n Start .
  • the target engine speed n S n falls blank from the value n start to an idle speed. Subsequently the engine setpoint speed n S remains unchanged.
  • the actual engine speed n I increases at the first point in time t 1 and then approaches the target engine speed n S until the target engine speed n S and the actual engine speed n I are finally identical at a seventh point in time t 7 .
  • a second time diagram at b) shows the target injection quantity Q S .
  • the target injection quantity Q S is identical to the constant value Q Start . Since the actual engine speed n I then rises above the target engine speed n S , the target injection quantity Q S falls as a result.
  • the setpoint injection quantity Q S reaches the value 10 mm 3 /stroke and at a third point in time t 3 the value 2 mm 3 /stroke. Since the actual engine speed n I continues to run above the target engine speed n S , the target injection quantity Q S falls to the value 0 mm 3 /stroke and remains at this value until the actual engine speed n I below the target engine speed n S falls.
  • the setpoint injection quantity Q S increases again and at a fifth point in time t 5 reaches the value of 2 mm 3 /stroke again.
  • the setpoint injection quantity Q S again reaches the value 10 mm 3 /stroke, and at a seventh point in time t 7 it has settled at an idle injection setpoint quantity Q empty .
  • a third time diagram at c) shows the calculated target volume flow V S,ber as a solid line and the filtered target volume flow V S,gef as a dashed line.
  • the calculated setpoint volume flow V S,ber is, for example, identical to 0 l/min if the setpoint injection quantity Q S is greater than or equal to 10 mm 3 /stroke. The consequence of this is that both V S,ber and V S,gef are identically 0 l/min up to the second point in time t 2 . From the second point in time t 2 to the third point in time t 3 , the target injection quantity Q S falls from a value of 10 mm 3 /stroke to a value of 2 mm 3 /stroke.
  • the calculated target volume flow V S,ber increases from the value 0 l/min to the value 2 l/min. Since the first value T 1 V for the time constant T V for increasing setpoint volume flow is identical to 0 s, the input variable V S,ber of the setpoint volume flow filter 65 is not delayed and is therefore the same as the output variable V S,gef des Soll -Volume flow filter 65 identical. From the third point in time t 3 to the fifth point in time t 5 , the target injection quantity Q S is less than or equal to 2 mm 3 /stroke. This results in a constant input variable V S,ber of setpoint volume flow filter 65 of 2 l/min.
  • the output variable V S,gef of the setpoint volume flow filter 65 is also identical in this case to the input variable V S,ber of the setpoint volume flow filter 65 and is therefore constant 2 l/min.
  • the target injection quantity Q S increases from 2 mm 3 /stroke to 10 mm 3 /stroke.
  • the target injection quantity Q S continues to rise and finally levels off at the idle target injection quantity Q empty one.
  • the input variable V S,ber of the target volume flow filter 65 thus drops from the value of 2 l/min to the value of 0 l/min from the fifth point in time t 5 to the sixth point in time t 6 .
  • V S,ber then remains at the value 0 l/min. Since the second value T 2 V for the time constant T V for falling pressure control valve target volume flow is greater than 0 s and typically assumes values of 0.2 to 1 s, the output variable V S,gef of the target volume flow filter 65 falls from the fifth Point in time t 5 with a time delay and finally approaches the input variable V S,ber of the target volume flow filter 65 and thus the value 0 l/min. This is shown in the form of a dashed line.
  • a fourth time diagram at d) shows the target high pressure p S as a solid line. Up to the first point in time t 1 , this is identical to a starting value p start . After the first point in time t 1 , the target high pressure p S drops and finally levels off at the seventh point in time t 7 to an idle value p empty .
  • a dotted line shows the progression of the actual high pressure p I without the function block B. From the first point in time t 1 onwards, the actual high pressure p I initially increases and then approaches, due to the fuel being diverted with the aid of the pressure control valve 19 , 20, the target high pressure p target . At the fifth point in time t 5 there is a significant increase in the actual high pressure p I .
  • the withdrawal of the fuel to be diverted via the pressure control valve 19, 20 is responsible for this.
  • the actual high pressure p I initially rises very quickly to a first maximum value p 1 .
  • the actual high pressure p I slowly approaches the target high pressure p S again and is identical to it at a ninth point in time t 9 .
  • the lack of the fuel spill quantity is responsible for the slower drop in the actual high pressure p I .
  • the course of the actual high pressure p I,gef when using the function block B is shown in dashed lines.
  • FIG. 7 shows a schematic detailed representation of the method in the form of a flow chart.
  • the method is started in a first step S1.
  • the calculated setpoint volume flow V S,ber is calculated by the calculation element 31.
  • an instantaneous time derivative of the calculated target volume flow V S,ber is calculated.
  • an average time derivative of the calculated target volume flow V S,ber is calculated.
  • the calculated target volume flow V S,ber is filtered by the target volume flow filter 65 with the time constant T V , which results in the filtered target volume flow V S,gef .
  • the method ends in a ninth step S9.
  • the method is preferably carried out continuously, at least in normal operation continuously during operation of internal combustion engine 1 . In particular, it begins again in the first step S1 if it has ended in the ninth step S9.

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  • Combustion & Propulsion (AREA)
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  • Fuel-Injection Apparatus (AREA)
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Claims (10)

  1. Procédé de fonctionnement d'un moteur à combustion interne (1), comprenant un système d'injection (3) avec un accumulateur haute pression (13), une haute pression dans l'accumulateur haute pression (13) étant régulée par un étrangleur d'aspiration (9) côté basse pression comme premier organe de réglage de pression dans un premier circuit de régulation haute pression, dans lequel, en fonctionnement normal, une grandeur perturbatrice de haute pression est générée par au moins une première soupape de régulation de pression (19, 20) côté haute pression en tant qu'autre organe de réglage de pression, par laquelle le carburant est commandé de l'accumulateur haute pression (13) dans un réservoir de carburant (7), l'au moins une soupape de régulation de pression (19, 20) étant commandée en fonctionnement normal sur la base d'un débit volumique de consigne (Vs) pour le carburant à commander, caractérisé en ce qu'une évolution dans le temps du débit volumique de consigne (Vs) est détectée, et en ce que 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 dans le temps détectée.
  2. Procédé selon la revendication 1, caractérisé en ce qu'une dérivée temporelle - de préférence moyennée - du débit volumique de consigne (Vs) est calculée, la constante de temps (TV) étant choisie en fonction de la dérivée temporelle.
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une première valeur (T1 V) est choisie pour la constante de temps (TV) lorsque la dérivée temporelle est de signe positif ou est égale à zéro, une deuxième valeur (T2 V) étant choisie pour la constante de temps (TV) lorsque la dérivée temporelle est de signe négatif.
  4. Procédé selon la revendication 3, caractérisé en ce que la première valeur (T1 V) pour la constante de temps (TV) est choisie égale à zéro, la deuxième valeur (T2 V) pour la constante de temps (TV) étant choisie supérieure à zéro.
  5. Procédé selon l'une des revendications 3 ou 4, caractérisé en ce que la deuxième valeur (T2 V) pour la constante de temps (TV) est choisie de 0,1 s minimum à 1,1 s maximum, de préférence de 0,2 s à 1 s maximum.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le débit volumique de consigne (Vs) est filtré par un filtre proportionnel à retard, notamment par un filtre PT1.
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que
    a) la haute pression est régulée dans un premier mode de fonctionnement d'un mode de protection au moyen de l'au moins une soupape de régulation de pression (19, 20) par un deuxième circuit de régulation de haute pression (39), et/ou que
    b) dans un deuxième mode de fonctionnement du mode de protection, au moins une deuxième soupape de régulation de pression (19, 20) côté haute pression, qui est différente de la au moins une première soupape de régulation de pression (19, 20), est commandée en plus de la au moins une première soupape de régulation de pression (19, 20) en tant qu'organe de réglage de pression pour la régulation de la haute pression - de préférence par le deuxième circuit de régulation haute pression (39), et/ou en ce que
    c) dans un troisième mode de fonctionnement du mode de protection, l'au moins une soupape de régulation de pression (19, 20) est ouverte en permanence.
  8. Système d'injection (3) pour un moteur à combustion interne (1), avec
    - au moins un injecteur (15),
    - un accumulateur haute pression (13) qui est en communication fluidique d'une part avec l'au moins un injecteur (15) et d'autre part avec un réservoir de carburant (7) via une pompe haute pression (11), dans lequel
    - un étrangleur d'aspiration (9) est associé à la pompe haute pression (11) en tant que premier organe de réglage de la pression, avec
    - au moins une soupape de régulation de pression (19, 20), par laquelle l'accumulateur haute pression (13) est en communication fluidique avec le réservoir de carburant (7), et avec
    - un appareil de commande (21) connecté de manière fonctionnelle à l'au moins un injecteur (15), l'étrangleur d'aspiration (9) et la soupape de régulation de pression (19,20),
    caractérisé en ce que
    - l'appareil de commande (21) est conçu pour mettre en oeuvre un procédé selon l'une des revendications 1 à 7.
  9. Système d'injection (3) selon la revendication 8, caractérisé en ce que l'au moins une soupape de régulation de pression (19, 20) est conçue ouverte sans courant.
  10. Moteur à combustion interne (1), caractérisé par un système d'injection (3) selon l'une des revendications 8 ou 9.
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)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
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

Publications (2)

Publication Number Publication Date
EP3665377A1 EP3665377A1 (fr) 2020-06-17
EP3665377B1 true EP3665377B1 (fr) 2022-01-19

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US (1) US11208967B1 (fr)
EP (1) EP3665377B1 (fr)
CN (1) CN111051673B (fr)
DE (1) DE102017214001B3 (fr)
WO (1) WO2019030245A1 (fr)

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Publication number Priority date Publication date Assignee Title
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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Publication number Priority date Publication date Assignee Title
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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CN111051673A (zh) 2020-04-21
WO2019030245A1 (fr) 2019-02-14
US11208967B1 (en) 2021-12-28
DE102017214001B3 (de) 2019-02-07
CN111051673B (zh) 2022-07-29
EP3665377A1 (fr) 2020-06-17
US20210381464A1 (en) 2021-12-09

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