EP1496232A2 - Méthode de commande d'un moteur à combustion interne - Google Patents

Méthode de commande d'un moteur à combustion interne Download PDF

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Publication number
EP1496232A2
EP1496232A2 EP04015476A EP04015476A EP1496232A2 EP 1496232 A2 EP1496232 A2 EP 1496232A2 EP 04015476 A EP04015476 A EP 04015476A EP 04015476 A EP04015476 A EP 04015476A EP 1496232 A2 EP1496232 A2 EP 1496232A2
Authority
EP
European Patent Office
Prior art keywords
speed
frequency
nmot
nkr
pwm signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP04015476A
Other languages
German (de)
English (en)
Other versions
EP1496232A3 (fr
EP1496232B1 (fr
Inventor
Armin DÖLKER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP1496232A2 publication Critical patent/EP1496232A2/fr
Publication of EP1496232A3 publication Critical patent/EP1496232A3/fr
Application granted granted Critical
Publication of EP1496232B1 publication Critical patent/EP1496232B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils

Definitions

  • the invention relates to a method for controlling a Internal combustion engine with a common rail injection system according to the preamble of claim 1.
  • a high-pressure pump delivers fuel from a fuel tank into a high-pressure accumulator.
  • the high-pressure accumulator is called the high-pressure accumulator as a rail.
  • the delivery flow of the high-pressure pump is controlled by a suction throttle certainly. Their position, in turn, is determined by an electronic one Control unit given as a function of input variables, z. B. the desired performance.
  • the drive is the suction throttle as a PWM-modulated signal with a running constant frequency, z. B. 100 Hz.
  • Conditional by this type of delivery of fuel is the rail consequently imprinted a periodic signal.
  • the signal frequency corresponds the frequency of the PWM signal.
  • the rail is periodically Taken from fuel, so that the periodically fluctuating High-pressure fuel is sampled. Is the fuel extraction z. B. with a frequency of 99 Hz, so arises Differential signal of 1 Hz. This means that the fuel high pressure a 1 Hz signal is superimposed.
  • the invention is therefore the object of the pressure oscillations in the rail due to external excitation by the Reduce suction throttle.
  • the invention provides that from the angular distance of two Injections, which defines the injection period, as well as the first frequency of the PWM signal (fundamental frequency) a critical Speed is calculated. Depending on the critical Speed is then set a speed range. At engine speed values within the speed range set the PWM signal to a second frequency. At engine speed values outside the speed range becomes the PWM signal set to the first frequency. In other words: The PWM signal is in the range of the critical speed of the first switched to the second frequency. For one increasing engine speed and for a falling engine speed each has its own speed range is provided. As well the invention provides that the frequency switching in the integer multiples of the critical speed becomes.
  • the high-pressure control loop is stabilized.
  • An additional optimization of high-pressure control parameters is not required.
  • the P, I and D components of the high-pressure regulator remain unchanged.
  • the effects on the hysteresis of the intake throttle are low, if the first and second frequencies differ only slightly, z. B. for the first frequency 100 Hz and for the second frequency 120 Hz.
  • the time constants of the controlled system, d. H. the pumps with suction throttle and the rail in general are significantly larger than the reciprocal of the first and second frequency of the PWM signal, the switching takes place on the second frequency almost trouble-free.
  • the effects on the high fuel pressure is therefore minimal.
  • the invention offers the advantage that it is simple and little effort later in an electronic Control unit of an internal combustion engine can be applied.
  • FIG. 1 shows an internal combustion engine 1.
  • the fuel over a Injected common rail system.
  • the operation of the internal combustion engine 1 is by a electronic control unit (EDC) 4 regulated.
  • the electronic Control unit 4 contains the usual components of a Microcomputer system, for example a microprocessor, I / O blocks, buffers and memory blocks (EEPROM, RAM).
  • I / O blocks I / O blocks
  • buffers and memory blocks EEPROM, RAM
  • EEPROM EEPROM
  • RAM memory blocks
  • the memory modules are for the operation of the internal combustion engine 1 relevant operating data in maps / characteristic curves applied. About this calculates the electronic Control unit 4 from the input variables, the output variables.
  • the following input variables are exemplary represented: an actual rail pressure pCR (IST), which by means of a Rail pressure sensor 5 is measured, a speed signal nMOT the internal combustion engine 1, an input E and a signal FW for performance specification by the operator.
  • Under the input E are, for example, the charge air pressure of a turbocharger and the temperatures of the coolants / lubricants and the Fuel subsumes.
  • FIG 1 are as outputs of the electronic control unit 4 a signal ADV for controlling the suction throttle and a Output size A shown.
  • the output size A is Representative of the other control signals to the controller and control of the internal combustion engine 1, for example the Injection start SB and the injection duration SD.
  • the signal ADV is executed in practice as a pulse width modulated signal (PWM).
  • PWM pulse width modulated signal
  • FIG. 2 shows a high-pressure control circuit.
  • the input quantity corresponds to the setpoint of the rail pressure pCR (SL).
  • the output quantity corresponds to the raw value of the rail pressure pCR.
  • From the raw value of the rail pressure pCR is filtered by means of a filter 12, the rail pressure actual value pCR (IST) is determined. This one is with compared to the set point pCR (SL) at a summation point, from which the control deviation dp results.
  • From the control deviation dp is a manipulated variable by means of a high-pressure regulator 8 calculated.
  • the manipulated variable corresponds to a volume flow qV.
  • the physical unit of the volume flow can, for. B. Be liter / minute.
  • the volume flow qV the calculated target consumption is added.
  • the volume flow qV corresponds to the input quantity for a limitation 9.
  • the limitation 9 can be speed-dependent, Input size nMOT.
  • the output qV (SL) of the limit 9 is then converted in a function block 10 into a PWM signal. During conversion, fluctuations in the operating voltage and the fuel pressure taken into account.
  • the solenoid coil of the suction throttle then becomes the PWM signal applied. This changes the path of the magnetic core, whereby the flow rate of the high-pressure pump freely influenced becomes.
  • the pumps 3 with suction throttle and the rail 6 correspond the controlled system 11. From the rail 6 is via the injectors 7 a volume flow qV (VER) dissipated. This is the control loop closed.
  • FIG. 3 is a timing diagram for a speed-up run an internal combustion engine with sixteen cylinders.
  • the injection period is 45 degrees based on the crankshaft. It was based on this time diagram a PWM signal with a first frequency f1 of 102.4 Hz.
  • On the ordinates are the values of the rail pressure pCR and the values of the engine speed nMOT are plotted. As abscissa different time values are shown.
  • the angular distance between two injections, the injection period is the number of cylinders of the Internal combustion engine dependent. In a 20-cylinder internal combustion engine can the angular distance z. B. 72 degrees.
  • the engine speed exceeds nMOT at point A the speed value 768 revolutions / minute.
  • This speed value corresponds to an injection frequency of 102.4 Hz. This frequency is identical to the first one Frequency of the PWM signal.
  • the rail pressure actual value pCR (IST) shows from the time t6 significant pressure oscillations with increasing Amplutide. The maximum amplitude (peak / peak) is about 40 bar. After time t8 decreases again the amplitude.
  • FIG 4 is a speed diagram for an increasing engine speed (Arrow direction to the right) and a falling engine speed (Arrow pointing to the left).
  • a rising or falling engine speed can z. B. based on the speed gradient nGRAD be identified.
  • the invention now provides that from the injection period and the first Frequency f1 of the PWM signal calculates a critical speed nKR becomes.
  • the critical speed nKR corresponds to z. Eg 768 Revolutions / minute, corresponding to point A of Figure 3.
  • first speed range BER1 and a second speed range BER2 set can be z. B. 120 revolutions / minute be.
  • the first speed range BER1 is replaced by a defined first limit value n1 and a second limit value n2.
  • the second speed range BER2 is replaced by a third Limit n3 and a fourth limit n4 defined.
  • first n1 and third limits n3 are for smaller engine speed values set as the critical speed nKR.
  • the second n2 and fourth limit n4 are at higher engine speed values set as the critical speed nKR.
  • the third limit n3 is opposite the first threshold n1 by a first hysteresis value Hyst1 shifted to smaller engine speed values.
  • the value of the first hysteresis Hyst1 can be z. B. 20 revolutions / minute be. It prevents a back and forth between both frequencies in steady state operation.
  • nKR critical speed
  • the critical speed nKR will increase with increasing engine speed nMOT from the second frequency f2 back to the first frequency f1 is switched back when the second limit n2 is exceeded.
  • a switch back to the second frequency f2 takes place at falling speed only when the below the fourth limit n4.
  • the fourth limit n4 is a second compared to the third threshold n3 Hysteresis value Hyst2 shifted to smaller engine speed values.
  • the two speed ranges arise BER1 and BER2 within which the second frequency f2 is valid is. Outside these speed ranges is the frequency of the PWM signal identical to the first frequency f1. Is that the first frequency f1 z. B.
  • Figures 5A and 5B illustrate as state diagrams again the switching mechanism of the first frequency f1 to the second frequency f2 and vice versa.
  • FIG. 5A shows that for engine speeds nMOT below the critical speed nKR from the first f1 to the second Frequency f2 is switched when the engine speed nMOT is greater than the first limit n1. On the first frequency f1 is then switched back when the engine speed nMOT becomes smaller than the third threshold n3, accordingly the difference of the first limit value n1 and the first hysteresis Hyst1.
  • FIG. 5B shows that for engine speeds nMOT above the critical speed nKR from the second f2 to the first Frequency f1 is switched when the engine speed nMOT exceeds the second limit n2. On the second frequency f2 is then switched back when the engine speed nMOT becomes smaller than the fourth limit n4, accordingly the difference of the second threshold n2 minus the second Hysteresis Hyst2.
  • FIG. 6 shows a program flow chart.
  • the critical speed nKR from the angular distance of two injections, ie the injection period, and the first frequency f1 of the PWM signal.
  • S2 it is checked if the engine speed nMOT is less than the critical speed nKR. is this smaller, then S3 becomes the program schedule of the figure 7 branches. If this is larger, then S4 becomes the program flowchart of Figure 8 branches.
  • FIG 7 is a program flowchart for engine speeds nMOT below the critical speed nKR.
  • the PWM signal To the starting of the internal combustion engine is at S1 on a flag One set.
  • the PWM signal then becomes the first one Frequency f1 set, z. B. 102.4 Hz. Then it is checked at S3, whether the flag has the value one. If this is the case, then is checked at S4, if the engine speed nMOT the first Limit has exceeded n1. If this is the case, then set the frequency of the PWM signal to the second frequency f2, Step S5. The PWM signal is thus switched.
  • the flag is set to the value zero and branched to point A. If the query at S4 is negative, then is branched directly to point A.
  • step S7 it is checked in step S7 whether the engine speed nMOT the third limit value n3, corresponding to the difference the first limit n1 minus the first hysteresis Hyst1. If this is the case, then the frequency of the PWM signal again set to the value f1, step S8. in the Step S9 then the flag back to the value One set and branched back to point A. Is the query negative at S7, branching directly to point A.
  • FIG. 8 is a program schedule for engine speeds nMOT above the critical speed nKR shown.
  • First a flag is set to the value one.
  • the PWM signal is set to the second frequency f2.
  • the S3 it is checked whether the flag has the value one. Is this the Case, it is checked at S4, if the engine speed nMOT the exceeds second limit n2. If the result is positive the PWM signal is set to the first frequency f1 and the Flag set to zero, S5 and S6. Subsequently is branched to the program point A. Is the query at S4 negative, it is branched directly to the point A.
  • S7 checks whether the engine speed nMOT is lower than the fourth threshold n4 is equal to the difference second limit n2 minus the second hysteresis Hyst2. is If so, at S8 the PWM signal becomes the second one Frequency f2 set and the flag set to the value one, S9. Thereafter, the program point A is branched again. Is the Query at S7 negative, it is branched directly to point A.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP04015476A 2003-07-05 2004-07-01 Méthode de commande d'un moteur à combustion interne Expired - Lifetime EP1496232B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10330466 2003-07-05
DE10330466A DE10330466B3 (de) 2003-07-05 2003-07-05 Verfahren zur Regelung einer Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1496232A2 true EP1496232A2 (fr) 2005-01-12
EP1496232A3 EP1496232A3 (fr) 2006-09-06
EP1496232B1 EP1496232B1 (fr) 2008-08-27

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EP04015476A Expired - Lifetime EP1496232B1 (fr) 2003-07-05 2004-07-01 Méthode de commande d'un moteur à combustion interne

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US (1) US7017549B2 (fr)
EP (1) EP1496232B1 (fr)
DE (1) DE10330466B3 (fr)

Families Citing this family (19)

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Publication number Priority date Publication date Assignee Title
DE102004023365B4 (de) * 2004-05-12 2007-07-19 Mtu Friedrichshafen Gmbh Verfahren zur Druck-Regelung eines Speichereinspritzsystems
DE102004061474B4 (de) * 2004-12-21 2014-07-17 Mtu Friedrichshafen Gmbh Verfahren und Einrichtung zur Regelung des Raildrucks
DE102005029138B3 (de) * 2005-06-23 2006-12-07 Mtu Friedrichshafen Gmbh Steuer- und Regelverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
DE102006040441B3 (de) 2006-08-29 2008-02-21 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen des Öffnens eines passiven Druck-Begrenzungsventils
DE102006049266B3 (de) 2006-10-19 2008-03-06 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen eines geöffneten passiven Druck-Begrenzungsventils
DE102007027943B3 (de) * 2007-06-18 2008-10-16 Mtu Friedrichshafen Gmbh Verfahren zur Regelung des Raildrucks während eines Startvorgangs
DE602007007331D1 (de) 2007-09-13 2010-08-05 Magneti Marelli Spa Verfahren zur Steuerung eines Direkteinspritzungsystems von der Common-Rail Art mit einem Absperrventil um die Flussrate einer Hochdruckkraftstoffpumpe zu regeln
DE102008058721B4 (de) 2008-11-24 2011-01-05 Mtu Friedrichshafen Gmbh Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
DE102008058720A1 (de) * 2008-11-24 2010-05-27 Mtu Friedrichshafen Gmbh Steuerungs- und Regelungsverfahren für eine Brennkraftmaschine mit einem Common-Railsystem
DE102009031528B3 (de) 2009-07-02 2010-11-11 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102009031527B3 (de) * 2009-07-02 2010-11-18 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102009031529B3 (de) * 2009-07-02 2010-11-11 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102009050467B4 (de) 2009-10-23 2017-04-06 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102009051389A1 (de) 2009-10-30 2011-05-26 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine in V-Anordnung
DE102009051390B4 (de) 2009-10-30 2015-10-22 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
US8456115B2 (en) * 2011-02-23 2013-06-04 Deere & Company Method and system for controlling an electric motor with variable switching frequency at variable operating speeds
GB2489463A (en) * 2011-03-29 2012-10-03 Gm Global Tech Operations Inc Method of controlling fuel injection in a common rail engine
DE102014209875A1 (de) * 2014-05-23 2015-11-26 Robert Bosch Gmbh Verfahren zur Ansteuerung eines elektromagnetischen Druckregelventils
WO2017064360A1 (fr) * 2015-10-16 2017-04-20 Wärtsilä Finland Oy Procédé dans une procédure de démarrage d'un moteur à piston à combustion interne pourvu d'un système d'injection à rampe commune

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JP3500969B2 (ja) * 1998-07-03 2004-02-23 株式会社日立製作所 電子スロットル制御装置
JP2000297474A (ja) * 1999-04-15 2000-10-24 Oimatsu Sangyo:Kk 壁用パネル
IT1308779B1 (it) * 1999-07-02 2002-01-10 Elasis Sistema Ricerca Fiat Dispositivo di regolazione della pressione di mandata di una pompa,adesempio per l'alimentazione di combustibile ad un motore a combustione
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Also Published As

Publication number Publication date
DE10330466B3 (de) 2004-10-21
EP1496232A3 (fr) 2006-09-06
US20050051137A1 (en) 2005-03-10
US7017549B2 (en) 2006-03-28
EP1496232B1 (fr) 2008-08-27

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