JP2005098299A - Method for limiting pressure increase in high pressure fuel system after stop of internal combustion engine - Google Patents

Method for limiting pressure increase in high pressure fuel system after stop of internal combustion engine Download PDF

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JP2005098299A
JP2005098299A JP2004258983A JP2004258983A JP2005098299A JP 2005098299 A JP2005098299 A JP 2005098299A JP 2004258983 A JP2004258983 A JP 2004258983A JP 2004258983 A JP2004258983 A JP 2004258983A JP 2005098299 A JP2005098299 A JP 2005098299A
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pressure
running
control
fuel system
pressure gradient
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Andreas Roth
アンドレアス　ロート
Jens Wolber
イェンス　ヴォルバー
Karsten Hinn
ヒン カルステン
Laurent Nack
ナック ローレント
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D2041/3881—Common rail control systems with multiple common rails, e.g. one rail per cylinder bank, or a high pressure rail and a low pressure rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To prevent or reduce undesirable pressure increase caused by residual generated heat remained between stop phases. <P>SOLUTION: In a method for limiting the pressure increase in a high pressure fuel system after the stop of an internal combustion engine, pressure gradient in the high pressure fuel system is measured after the engine stop, and after running of control equipment is requested from the pressure gradient. Control of a load reduction valve is performed dependent on the measured pressure gradient, and the load reduction valve is opened/closed by the control. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、内燃機関の停止後に高圧燃料系における圧力上昇を制限するための方法に関する。   The present invention relates to a method for limiting the pressure rise in a high-pressure fuel system after an internal combustion engine is stopped.

高圧燃料噴射システムではプロポーショナルバルブが圧力調整（ＤＳＶ）のために又は減圧（ＤＡＶ）のために使用される。また減圧のための切替弁の使用も周知である。これらのバルブはエンジン制御機器を介して制御され、所期の燃料を高圧回路から低圧回路へと送出するために使用される。これらのバルブは通常は電力なしで閉じられる。というのも、これらは電力消費及び制御特性に関する利点をもたらすからである。   In high pressure fuel injection systems, proportional valves are used for pressure regulation (DSV) or pressure reduction (DAV). The use of switching valves for pressure reduction is also well known. These valves are controlled via engine control equipment and are used to deliver the desired fuel from the high pressure circuit to the low pressure circuit. These valves are normally closed without power. This is because they provide advantages in terms of power consumption and control characteristics.

エンジンの停止の場合に、高圧回路の圧力が改善されたホットスタート特性のために保持されるか又は低圧回路における圧力へと低減されるかのいずれかでなければならない。低圧回路における圧力への低減は、場合によっては、高圧噴射バルブの密閉性をサポートするために、蒸発排出物質（Verdampfungsverlust）（ＳＨＥＤ）を低減するために及び安全性の観点から、行われる。というのも、比較的大きな燃料量が高圧下で保持されなければならないからである。   In the event of an engine shutdown, the pressure in the high pressure circuit must either be maintained for improved hot start characteristics or reduced to the pressure in the low pressure circuit. The reduction to pressure in the low pressure circuit is done in some cases to reduce evaporative emissions (SHED) and from a safety point of view to support the sealing of the high pressure injection valve. This is because a relatively large amount of fuel must be maintained under high pressure.

電力なしで閉じられるバルブはなるほど所望の圧力を調節するために又は高圧系の負荷を緩和するためにエンジン停止の際にアクティブに制御されるが、停止フェーズにおいて、遅くとも通常の制御機器アフターランニングの終了後には、このバルブは閉じられる。高圧系のコンポーネントの密閉性に応じて、停止フェーズにおける残留発熱効果（Nachheizeffekte）及びこれに伴う燃料の熱膨張によって高圧系では望ましくない圧力上昇が生じる。   Valves that are closed without power are actively controlled when the engine is shut down to regulate the desired pressure or to relieve the high pressure system load, but in the shutdown phase, at the latest, normal control equipment after-running After completion, the valve is closed. Depending on the tightness of the components of the high-pressure system, the residual heat generation effect (Nachheizeffekte) in the stop phase and the accompanying thermal expansion of the fuel cause an undesired pressure increase in the high-pressure system.

本発明の課題は、とりわけ停止フェーズの間の残留発熱による望ましくない圧力上昇を阻止乃至は低減することである。   The object of the present invention is to prevent or reduce undesired pressure increases due to residual heat generation, especially during the stop phase.

上記課題は、内燃機関の停止後に高圧燃料系における圧力上昇を制限するための方法において、内燃機関の停止後に高圧燃料系における圧力勾配が測定され、この圧力勾配から制御機器アフターランニングがもとめられ、負荷軽減バルブは、測定された圧力勾配に依存して制御され、負荷軽減バルブが制御において開閉されることによって解決される。   In the method for limiting the pressure increase in the high-pressure fuel system after the internal combustion engine is stopped, the pressure gradient in the high-pressure fuel system is measured after the internal combustion engine is stopped, and after-running of the control device is obtained from the pressure gradient. The load relief valve is controlled depending on the measured pressure gradient and is solved by opening and closing the load relief valve in control.

本発明の実施形態では、内燃機関の停止後に高圧燃料系における圧力上昇を制限するための方法において、内燃機関の停止後に高圧燃料系における圧力勾配が測定され、この圧力勾配から制御機器アフターランニングがもとめられ、負荷軽減バルブは、測定された圧力勾配に依存して制御され、負荷軽減バルブが制御において開閉される。   In the embodiment of the present invention, in the method for limiting the pressure increase in the high-pressure fuel system after the internal combustion engine is stopped, the pressure gradient in the high-pressure fuel system is measured after the internal combustion engine is stopped. The load relief valve is controlled depending on the measured pressure gradient, and the load relief valve is opened and closed in control.

圧力勾配は、２つ以上の測定時点の間の時間に関する圧力上昇である。制御機器アフターランニングは、１つの又は複数の制御機器がその機能の少なくとも一部をまだ維持している、すなわち１つの又は複数の制御機器が完全には停止していないエンジン停止後の期間である。圧力勾配があまりにも高いと、高圧回路のバルブが制御され、その結果、高圧回路から低圧回路への接続路がつくられ、相応の燃料の圧縮量が抑制制御（absteuern）される。必要ならば、重大な圧力上昇が認められず乃至は見込まれず、したがって残留発熱効果が弱まるまで、通常の制御機器アフターランニングが延長される。こうして、停止フェーズの間の高圧燃料系における望ましくない圧力上昇が、電力なしに閉じられるバルブ（ＤＳＶ/ＤＡＶ）の利点を断念することなく、回避される。   A pressure gradient is a pressure increase over time between two or more measurement points. Control equipment after-run is a period after engine shutdown in which one or more control equipment still maintains at least part of its function, ie one or more control equipment has not completely stopped . If the pressure gradient is too high, the valve of the high-pressure circuit is controlled, so that a connection path from the high-pressure circuit to the low-pressure circuit is created, and the corresponding amount of fuel compression is controlled (absteuern). If necessary, no significant pressure increase is observed or expected, so normal controller after-running is extended until the residual heat generation effect is diminished. In this way, an undesired pressure increase in the high-pressure fuel system during the stop phase is avoided without giving up the advantage of a valve (DSV / DAV) that is closed without power.

本発明の方法の実施形態では、負荷軽減バルブの制御のために付加的にエンジン温度及び/又は燃焼空気温度が使用される。これらのパラメータの測定値は要求すべきアフターランニングの計算に使用される。   In the method embodiment of the present invention, engine temperature and / or combustion air temperature are additionally used for control of the load relief valve. These parameter measurements are used to calculate the required after-running.

本発明の方法の更なる実施形態では、圧力勾配及び/又は制御機器アフターランニングをもとめることは制御機器アフターランニングの開始時点に一度だけ行われる。同様に圧力勾配及び/又は制御機器アフターランニングをもとめることはサイクリックにも行われる。サイクリックとは、この場合、中断条件又は所定の最大時間に到達するまでの圧力勾配、制御機器アフターランニングの繰り返される検出及び場合によって行われる負荷軽減バルブの制御であると解釈される。サイクルは、この場合、一定の繰り返し時間、すなわち２つのサイクルの開始時点又は例えば測定された圧力勾配に依存する２つの可変的な繰り返し時間の開始時点の間の時間によって終了する。   In a further embodiment of the method of the present invention, determining the pressure gradient and / or controller after-running is performed only once at the beginning of the controller after-run. Similarly, determining pressure gradients and / or control equipment after-running is also done cyclically. Cyclic is in this case interpreted as an interruption condition or pressure gradient until a predetermined maximum time is reached, repeated detection of the control equipment after-running and possibly the control of the load relief valve. The cycle is in this case terminated by a certain repetition time, i.e. the time between the start of two cycles or the start of two variable repetition times, for example depending on the measured pressure gradient.

本発明の方法の更なる実施形態では、負荷軽減バルブはとりわけプロポーショナルバルブの場合に固定的に予め設定されたパルス占有率で開閉される。パルス占有率とは、この場合、パルス幅変調された電圧信号のハイ成分（デューティーサイクル）であると解釈される。   In a further embodiment of the method of the invention, the load relief valve is opened and closed with a fixed preset pulse occupancy, especially in the case of a proportional valve. In this case, the pulse occupancy is interpreted as a high component (duty cycle) of a voltage signal that has been pulse width modulated.

本発明の方法の更なる実施形態では、負荷軽減バルブは閾値との比較によって瞬時の圧力に依存して制御インターバルの間に開かれ、次いで再び閉じられる。閾値は固定的に予め設定されるか又はさらに別の動作パラメータ例えば周囲温度、エンジン温度又は吸気温度に依存しうる。   In a further embodiment of the method of the invention, the load relief valve is opened during the control interval depending on the instantaneous pressure by comparison with a threshold and then closed again. The threshold may be fixedly preset or may depend on further operating parameters such as ambient temperature, engine temperature or intake air temperature.

本発明の方法の更なる実施形態では、負荷軽減バルブは圧力勾配の検査の後で制御機器アフターランニングの間に持続的に制御される。代替的に、負荷軽減バルブは圧力勾配の検査の後で制御機器アフターランニングの間にサイクリックに制御されうる。   In a further embodiment of the method of the present invention, the load relief valve is continuously controlled during controller after-running after a pressure gradient check. Alternatively, the load relief valve can be cyclically controlled during controller after-running after a pressure gradient check.

本発明の更なる実施形態では、負荷軽減バルブは、高圧燃料系において目標圧力が生じるように制御され、この目標圧力はほぼ供給圧力（Vordruck）、これは噴射ポンプの燃料供給線路の圧力である、に相応しうる。代替的に、目標圧力はほぼ予め設定される保持圧力（Haltedruck）に相応しうる。   In a further embodiment of the invention, the load relief valve is controlled to produce a target pressure in the high pressure fuel system, which is approximately the supply pressure (Vordruck), which is the pressure in the fuel supply line of the injection pump. It can correspond to. Alternatively, the target pressure may correspond to a substantially preset holding pressure (Haltedruck).

本発明の実施例を以下の記述において所属の図面に基づいて詳しく説明する。   Embodiments of the invention will be described in detail in the following description with reference to the attached drawings.

図１は、内燃機関の噴射システムの概略図を示す。高圧レール１は２つの第１の線路部分２ａ及び２ｂ、第２の線路部分３ａ及び３ｂ、そして、第３の線路部分４ならびに電気的に制御される噴射ノズル５を含む。この例では、２つのシリンダ列を前提とし、これら２つのシリンダ列はそれぞれ独自の線路部分２ａ及び２ｂを介して燃料供給される。これらは運動系及びコンフィギュレーションに応じて任意の多数の供給線路であってもよい。高圧分配器６は第３の線路部分４を第２の線路部分３ａ及び３ｂに接続する。高圧ポンプ１３は高圧側では逆止め弁７を介して第３の線路部分４に接続されている。高圧ポンプ１３の低圧側の供給線路８は場合によってはフィルタなどを介して燃料タンク９に接続されている。電気的に制御される減圧バルブ１１は低圧線路１０を介して高圧ポンプ６の供給線路８に接続されている。磁気的に制御されるリターン線路１４は高圧ポンプ６の燃料量調整に使用される。   FIG. 1 shows a schematic view of an injection system of an internal combustion engine. The high-pressure rail 1 includes two first line portions 2a and 2b, second line portions 3a and 3b, and a third line portion 4 and an electrically controlled injection nozzle 5. In this example, two cylinder rows are assumed, and these two cylinder rows are supplied with fuel via their own line portions 2a and 2b. These may be any number of supply lines depending on the motion system and configuration. The high voltage distributor 6 connects the third line portion 4 to the second line portions 3a and 3b. The high-pressure pump 13 is connected to the third line portion 4 via the check valve 7 on the high-pressure side. The supply line 8 on the low-pressure side of the high-pressure pump 13 is connected to the fuel tank 9 through a filter or the like as the case may be. The electrically controlled pressure reducing valve 11 is connected to the supply line 8 of the high pressure pump 6 through the low pressure line 10. The return line 14 that is magnetically controlled is used to adjust the fuel amount of the high-pressure pump 6.

エンジンの停止後に減圧バルブ１１が閉じられるとこのシステム内にある高圧センサ１２によって高圧レール１における圧力が測定され、この圧力の勾配が評価される。この場合にもとめられる圧力勾配は、予期される残留発熱効果及びこれに結びついた停止フェーズにおける圧力上昇に対する指標である。測定された勾配に依存して制御機器アフターランニングの延長が要求され、この結果、減圧バルブ１１を必要ならばさらに制御することができる。   When the pressure reducing valve 11 is closed after the engine is stopped, the pressure in the high pressure rail 1 is measured by a high pressure sensor 12 in the system and the pressure gradient is evaluated. The pressure gradient that is retained in this case is also an indicator for the expected residual heating effect and the associated pressure increase during the stop phase. Depending on the measured gradient, an extension of the controller after-running is required, so that the pressure reducing valve 11 can be further controlled if necessary.

全ての電気的に作動可能なコンポーネントはここには図示されていない制御機器によって制御される。この制御機器は例えばプログラム可能なマイクロコンピュータであってもよい。このマイクロコンピュータは例えば噴射ノズル５ならびに図１に図示された噴射システム内の全ての圧力制御バルブをエンジンの動作状態に相応して制御する。   All electrically actuatable components are controlled by a control device not shown here. The control device may be a programmable microcomputer, for example. This microcomputer controls, for example, the injection nozzle 5 and all the pressure control valves in the injection system shown in FIG. 1 in accordance with the operating state of the engine.

付加的に又は代替的に、エンジン温度及び吸気温度の勾配もエンジンの停止後に評価される。制御機器アフターランニングの要求の際には次の二者択一がある：
１. 減圧バルブ１１の閉鎖時の圧力勾配のサイクリックな検査及び必要ならば制御機器アフターランニングの段階的な延長（図２参照）、
２. 停止フェーズ開始時に求めれた圧力勾配に依存して要求される制御機器アフターランニングの持続時間の一度だけの算出（図３参照）。 Additionally or alternatively, engine temperature and intake air temperature gradients are also evaluated after engine shutdown. There are two alternatives when requesting after-running control equipment:
1. Cyclic inspection of the pressure gradient when the pressure reducing valve 11 is closed and step-by-step extension of the control equipment after-running if necessary (see Fig. 2),
2. A one-time calculation of the duration of the control equipment after-run required depending on the pressure gradient determined at the start of the stop phase (see FIG. 3).

制御機器及び減圧バルブ１１の電力消費に基づいて、最大アフターランニング時間は限定される。極端な条件下でも燃料系における最大温度にエンジン停止後遅くとも約２０〜３０分後には到達し、次いで残留発熱効果が実質的に次第に弱まり、更なる圧力上昇は生じない。   Based on the power consumption of the control device and the pressure reducing valve 11, the maximum afterrun time is limited. Even under extreme conditions, the maximum temperature in the fuel system is reached at the latest after about 20-30 minutes after the engine is shut down, and then the residual heat generation effect is substantially weakened and no further pressure increase occurs.

図２に基づいて、本発明の方法の実施例を説明する。エンジン停止後にステップ２０においてこの方法がスタートし、まず最初にステップ２１において、高圧系を供給圧力レベルにまで低下させるために、減圧バルブ１１が高圧減圧を有する適用事例の場合には通常の制御機器アフターランニングにおいて開かれる。減圧バルブ１１は、一定の時間、長くても通常の制御機器アフターランニングの終了すこし前まで開かれている。次いで、減圧バルブ１１は再び閉じられ、レール圧力が評価される。高圧保持を有する適用事例の場合にはこのバルブは高圧燃料系の高圧を保持するためにエンジン停止時に閉じられている。図２に基づいて図示された方法は、高圧保持ストラテジのためにも高圧減圧ストラテジのためにも使用可能であり、圧力勾配のサイクリックな検査ならびに制御機器アフターランニングのサイクリックな延長を記述している。   An embodiment of the method of the present invention will be described based on FIG. The method starts in step 20 after the engine has stopped, and first in step 21, in order to reduce the high-pressure system to the supply pressure level, in the case of an application in which the pressure-reducing valve 11 has a high-pressure depressurization, a normal control device is used. Opened after-running. The pressure reducing valve 11 is opened for a certain period of time until a little before the end of normal control device after-running. The pressure reducing valve 11 is then closed again and the rail pressure is evaluated. In the case of applications with high pressure hold, this valve is closed when the engine is stopped to hold the high pressure of the high pressure fuel system. The method illustrated on the basis of FIG. 2 can be used for both high-pressure holding strategies and high-pressure decompression strategies, and describes the cyclic inspection of pressure gradients as well as the cyclic extension of control equipment after-running. ing.

ステップ２３において減圧バルブ１１が閉じられているかどうかが検出される。ノーの場合、減圧バルブ１１がステップ２４で閉じられる。ステップ２５において圧力勾配が高圧レール１において予め設定された閾値を上回っているかどうかがもとめられる。圧力勾配は時間による圧力の時間的な導関数である。ノーの場合、この方法はステップ２６で終了する。圧力勾配が予め設定された閾値を上回っている場合には、ステップ２７において制御機器アフターランニングが要求され、この制御機器アフターランニングは一定の時間行われるか又はもとめられた圧力勾配に依存してより短い時間又はより長い時間行われる。これに続くステップ２８において、バルブは後述する高圧保持のための制御ストラテジａ）〜ｅ）乃至は供給圧力への高圧減圧のための制御ストラテジｆ）〜ｉ）にしたがって制御される。これは制御機器アフターランニング終了のすこし前までおこなわれる。ステップ２５で検出される圧力勾配が予め設定される閾値を下回るまで、ループの形式にてステップ２３〜２８が実施される。   In step 23, it is detected whether the pressure reducing valve 11 is closed. If no, the pressure reducing valve 11 is closed in step 24. In step 25 it is determined whether the pressure gradient is above a preset threshold value in the high-pressure rail 1. The pressure gradient is the time derivative of pressure over time. If no, the method ends at step 26. If the pressure gradient is above a preset threshold, control device after-running is required in step 27, this control device after-run being performed for a certain period of time or more depending on the determined pressure gradient. It takes place for a short or longer time. In the subsequent step 28, the valve is controlled according to the control strategies a) to e) for maintaining the high pressure described later or the control strategies f) to i) for reducing the high pressure to the supply pressure. This is done until just before the end of after-running of the control equipment. Steps 23-28 are performed in the form of a loop until the pressure gradient detected in step 25 falls below a preset threshold.

図３に基づいて上記の方法の変形例が示される。図２による方法とは異なり、この場合圧力勾配のサイクリックな検査ではなく、通常の制御機器アフターランニングの開始時の一度だけの検査、すなわちエンジン停止の少し後の一度だけの検査が行われる。この一度だけの検査から必要な制御機器アフターランニングがもとめられる。よって、ステップ２３，２４、２５、２７、２８は中断条件（ステップ２５）として圧力勾配が予め設定される閾値を下回ることを有するループにおいて実施されるのではなく、ただ一度だけ実施される。   A modification of the above method is shown on the basis of FIG. In contrast to the method according to FIG. 2, in this case, instead of a cyclic inspection of the pressure gradient, a one-time inspection at the start of normal control equipment after-running, ie a one-time inspection slightly after the engine has been stopped, is performed. Control equipment after-running is required from this one-time inspection. Thus, steps 23, 24, 25, 27, and 28 are performed only once rather than in a loop where the pressure gradient is below a preset threshold as an interruption condition (step 25).

残留発熱効果のためにアフターランニングにおける減圧バルブ１１の制御が必要である場合には、以下の制御ストラテジが考慮される：
１．高圧減圧（供給圧力保持）を有する適用事例におけるストラテジ
ａ）固定的に予め設定されたパルス占有率による持続的な制御。この場合、予め設定されたパルス占有率は、減圧バルブ１１の確実なオープンを保証しなくてはならないが、同時に電力消費を僅少に保つためにできるだけ小さく選択されなくてはならない。
ｂ）固定的に予め設定されたパルス占有率及び瞬時の圧力に依存する制御インターバルによる制御。この場合、瞬時の圧力は閾値と比較される。ここでもパルス占有率は減圧バルブ１１の確実なオープンを保証しなくてはならないが、同時にまた電力消費を上記のようにできるだけ僅少に保たなくてはならない。制御インターバルは固定的に予め設定されるか又は測定された圧力勾配に依存して選択される。
ｃ）固定的に予め設定されたパルス占有率及び制御インターバルによるサイクリックな制御。パルス占有率及び制御インターバルに対しては上記の規準が適用される。
ｄ）瞬時に測定される圧力に依存して供給圧力に等しい目標圧力への閉ループ制御の活性化。瞬時に測定される圧力はこの場合閾値と比較される。
ｅ）供給圧力に等しい目標圧力への持続的な閉ループ制御が行われる。 If control of the pressure reducing valve 11 in after-running is necessary due to the residual heat generation effect, the following control strategy is considered:
1. Strategy in applications with high pressure reduction (supply pressure hold) a) Continuous control with a fixed preset pulse occupancy. In this case, the preset pulse occupancy must ensure a reliable opening of the pressure reducing valve 11, but at the same time must be chosen as small as possible in order to keep the power consumption small.
b) Control with a control interval depending on a fixed and preset pulse occupancy and instantaneous pressure. In this case, the instantaneous pressure is compared with a threshold value. Again, the pulse occupancy must ensure a reliable opening of the pressure reducing valve 11, but at the same time the power consumption must also be kept as small as possible. The control interval is fixedly preset or selected depending on the measured pressure gradient.
c) Cyclic control with fixed and preset pulse occupancy and control interval. The above criteria apply for pulse occupancy and control interval.
d) Activation of closed-loop control to a target pressure equal to the supply pressure depending on the instantaneously measured pressure. The instantaneously measured pressure is then compared with a threshold value.
e) A continuous closed loop control is performed to a target pressure equal to the supply pressure.

２．高圧保持（目標圧力）を有する適用事例におけるストラテジ
ｆ）瞬時に測定される圧力に依存して供給圧力に等しい目標圧力への閉ループ制御の活性化。瞬時に測定される圧力の閾値との比較が行われる。
ｇ）保持圧力に等しい目標圧力への閉ループ制御のサイクリックな活性化。
ｈ）保持圧力に等しい目標圧力への持続的な閉ループ制御。
ｉ）固定的に予め設定されたパルス占有率及び閾値との比較による瞬時の圧力に依存する制御インターバルによる制御。 2. Strategy in applications with high pressure hold (target pressure) f) Activation of closed loop control to a target pressure equal to the supply pressure depending on the instantaneously measured pressure. A comparison is made with an instantaneously measured pressure threshold.
g) Cyclic activation of closed loop control to a target pressure equal to the holding pressure.
h) Continuous closed loop control to a target pressure equal to the holding pressure.
i) Control by a control interval depending on the instantaneous pressure by comparison with a fixed and preset pulse occupancy and threshold.

内燃機関の噴射システムの概略図である。It is the schematic of the injection system of an internal combustion engine.

バルブ閉鎖時の圧力勾配のサイクリックな検査及び制御機器アフターランニングの必要な延長のためのフローチャートである。It is a flowchart for the required extension of the cyclic inspection of the pressure gradient when the valve is closed and the control equipment after-running.

バルブ閉鎖時の圧力勾配の一度だけの検査及び制御機器アフターランニングの場合によっては行われる一度だけの延長のためのフローチャートである。6 is a flow chart for a one-time extension of the pressure gradient when the valve is closed and a one-time extension performed in some cases of control equipment after-running.

符号の説明Explanation of symbols

１ 高圧レール
２ａ及び２ｂ 第１の線路部分
３ａ及び３ｂ 第２の線路部分
４ 第３の線路部分
５ 電気的に制御される噴射ノズル
６ 高圧分配器
７ 逆止め弁
８ 低圧側供給線路
９ 燃料タンク
１０ 低圧線路
１１ 減圧バルブ
１２ 高圧センサ
１３ 高圧ポンプ
１４ リターン線路 DESCRIPTION OF SYMBOLS 1 High voltage rail 2a and 2b 1st line part 3a and 3b 2nd line part 4 3rd line part 5 Electrically controlled injection nozzle 6 High pressure distributor 7 Check valve 8 Low pressure side supply line 9 Fuel tank 10 Low pressure line 11 Pressure reducing valve 12 High pressure sensor 13 High pressure pump 14 Return line

Claims (10)

内燃機関の停止後に高圧燃料系における圧力上昇を制限するための方法において、
内燃機関の停止後に高圧燃料系における圧力勾配が測定され、該圧力勾配から制御機器アフターランニングがもとめられ、負荷軽減バルブ（１１）は、測定された圧力勾配に依存して制御され、前記負荷軽減バルブ（１１）が制御において開閉されることを特徴とする、内燃機関の停止後に高圧燃料系における圧力上昇を制限するための方法。 In a method for limiting pressure rise in a high pressure fuel system after an internal combustion engine is shut down,
After the internal combustion engine is stopped, the pressure gradient in the high-pressure fuel system is measured, and after-running of the control device is determined from the pressure gradient, the load reducing valve (11) is controlled depending on the measured pressure gradient, and the load reducing Method for limiting the pressure rise in the high-pressure fuel system after the internal combustion engine has stopped, characterized in that the valve (11) is opened and closed in control. 制御機器アフターランニングをもとめるために及び/又は負荷軽減バルブを制御するために、付加的にエンジン温度及び/又は燃焼空気温度が使用されることを特徴とする、請求項１記載の方法。   2. The method according to claim 1, characterized in that engine temperature and / or combustion air temperature are additionally used to determine the control equipment after-running and / or to control the load relief valve. 圧力勾配及び/又は制御機器アフターランニングをもとめることは、該制御機器アフターランニングの開始時に一度だけ行われることを特徴とする、請求項１又は２記載の方法。   The method according to claim 1 or 2, characterized in that determining the pressure gradient and / or control device after-running is performed only once at the start of the control device after-running. 圧力勾配及び/又は制御機器アフターランニングをもとめることは、サイクリックに行われることを特徴とする、請求項１〜３のうちの１項記載の方法。   The method according to claim 1, wherein the determination of the pressure gradient and / or the control device after-running is carried out cyclically. 負荷軽減バルブは固定的に予め設定されたパルス占有率で制御されることを特徴とする、請求項１〜４のうちの１項記載の方法。   5. A method according to claim 1, wherein the load reducing valve is fixedly controlled with a preset pulse occupancy. 負荷軽減バルブは閾値との比較によって瞬時の圧力に依存して制御インターバルの間に開かれ、次いで再び閉じられることを特徴とする、請求項１〜５のうちの１項記載の方法。   Method according to one of the preceding claims, characterized in that the load relief valve is opened during the control interval and then closed again depending on the instantaneous pressure by comparison with a threshold value. 負荷軽減バルブは圧力勾配の検査の後で制御機器アフターランニングの間に持続的に制御されることを特徴とする、請求項１〜６のうちの１項記載の方法。   Method according to one of the preceding claims, characterized in that the load relief valve is continuously controlled during the control equipment after-running after the examination of the pressure gradient. 負荷軽減バルブは圧力勾配の検査の後で制御機器アフターランニングの間にサイクリックに制御されることを特徴とする、請求項１〜７のうちの１項記載の方法。   Method according to one of the preceding claims, characterized in that the load relief valve is cyclically controlled during the control equipment after-running after the examination of the pressure gradient. 負荷軽減バルブは、高圧燃料系において目標圧力が生じるように制御されることを特徴とする、請求項１〜８のうちの１項記載の方法。   The method according to claim 1, wherein the load reducing valve is controlled to produce a target pressure in the high pressure fuel system. 目標圧力はほぼ供給圧力又は保持圧力に相応することを特徴とする、請求項１〜９のうちの１項記載の方法。   The method according to claim 1, wherein the target pressure corresponds approximately to the supply pressure or the holding pressure.
JP2004258983A 2003-09-22 2004-09-06 Method for limiting pressure increase in high pressure fuel system after stop of internal combustion engine Pending JP2005098299A (en)

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FR2860049A1 (en) 2005-03-25

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