EP1496232B1 - 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
EP1496232B1
EP1496232B1 EP04015476A EP04015476A EP1496232B1 EP 1496232 B1 EP1496232 B1 EP 1496232B1 EP 04015476 A EP04015476 A EP 04015476A EP 04015476 A EP04015476 A EP 04015476A EP 1496232 B1 EP1496232 B1 EP 1496232B1
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EP
European Patent Office
Prior art keywords
rotational speed
frequency
nmot
nkr
limiting value
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.)
Expired - Lifetime
Application number
EP04015476A
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German (de)
English (en)
Other versions
EP1496232A2 (fr
EP1496232A3 (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
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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
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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 regulating an internal combustion engine with a common rail injection system according to the preamble of claim 1.
  • a high pressure pump delivers the fuel from a fuel tank to a high pressure accumulator.
  • the high-pressure accumulator is referred to as a rail.
  • the flow rate of the high-pressure pump is determined by a suction throttle. Their position in turn is specified by an electronic control unit in response to input variables, z. B. the desired performance.
  • the control of the suction throttle is designed as a PWM-modulated signal with a constant frequency, z. B. 100 Hz. Due to this type of delivery of the fuel, a periodic signal is thus impressed on the rail.
  • the signal frequency corresponds to the frequency of the PWM signal.
  • the rail is periodically withdrawn fuel, so that the periodically fluctuating high fuel pressure is sampled. If the fuel extraction z. B. with a frequency of 99 Hz, the result is a difference signal of 1 Hz. This means that the fuel high pressure, a 1 Hz signal is superimposed.
  • a control method for a PWM controlled actuator is known.
  • the end edge of the PWM signal is changed in response to a setpoint.
  • This is intended to a rapidly changing setpoint, z. B. accelerator pedal value to be reacted.
  • From the same reference is also known to change the period of the PWM signal in response to the setpoint.
  • the above-described problem of vibration excitation is not mitigated by this control method.
  • the invention is therefore based on the object to reduce the pressure oscillations in the rail due to external excitation by the suction throttle.
  • the invention provides that from the angular distance of two injections, which defines the injection period, and the first frequency of the PWM signal (fundamental frequency), a critical speed is calculated. Depending on the critical speed then a speed range is determined. At engine speed values within the speed range, the PWM signal is set to a second frequency. For motor speed values outside the speed range, the PWM signal is set to the first frequency. In other words, the PWM signal is switched from the first to the second frequency in the range of the critical speed. For a rising engine speed and for a falling engine speed each has its own speed range is provided. Likewise, the invention provides that the frequency switching is performed at the integer multiples of the critical speed.
  • the high-pressure control loop is stabilized.
  • An additional optimization of high-pressure control parameters is not required here.
  • the P, I and D components of the high-pressure regulator remain unchanged.
  • the effects on the hysteresis of the suction throttle are low, if the first and second frequencies differ only slightly, z. For example, for the first frequency 100 Hz and for the second frequency 120 Hz. Since the time constant of the controlled system, ie the pump with suction throttle and the rail, in general, are significantly greater than the reciprocal of the first and second frequency of the PWM signal occurs Switching to the second frequency almost trouble-free.
  • the effects on fuel high pressure are therefore minimal.
  • the invention has the advantage that it can be subsequently applied with simple means and little effort in an electronic control unit of an internal combustion engine.
  • the FIG. 1 shows an internal combustion engine 1.
  • the fuel is injected via a common rail system.
  • This comprises the following components: Pumps 3 with a suction throttle for conveying the fuel from a fuel tank 2, a rail 6 for storing the fuel and injectors 7 for injecting the fuel from the rail 6 into the combustion chambers of the internal combustion engine 1.
  • the operation of the internal combustion engine 1 is controlled by an electronic control unit (EDC) 4.
  • the electronic control unit 4 includes the usual components of a microcomputer system, such as a microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic control unit 4 from the input variables, the output variables.
  • FIG. 1 the following input variables are exemplarily shown: an actual rail pressure pCR (IST), which is measured by means of a rail pressure sensor 5, a speed signal nMOT the internal combustion engine 1, an input E and a signal FW for power specification by the operator. Under the input E, for example, the charge air pressure of a turbocharger and the temperatures of the coolant / lubricant and the fuel are subsumed.
  • FIG. 1 are shown as outputs of the electronic control unit 4, a signal ADV for controlling the suction throttle and an output variable A.
  • the output variable A is representative of the further control signals for controlling and regulating the internal combustion engine 1, for example the start of injection 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 is a high-pressure control circuit shown.
  • 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.
  • the rail pressure actual value pCR (IST) is determined by means of a filter 12. This is compared with the setpoint pCR (SL) at a summation point, from which the control deviation dp results.
  • a manipulated variable is calculated by means of a high-pressure regulator 8.
  • the manipulated variable corresponds to a volume flow qV.
  • the physical unit of the volume flow can, for. B. liters / minute.
  • the calculated nominal consumption is added to the volume flow qV.
  • the volume flow qV corresponds to the input variable for a limitation 9.
  • the limitation 9 can be speed-dependent, input variable nMOT.
  • the output qV (SL) of the limit 9 is then converted in a function block 10 into a PWM signal.
  • the solenoid coil of the suction throttle then becomes the PWM signal applied.
  • the pumps 3 with suction throttle and the rail 6 correspond to the controlled system 11. From the rail 6, a volume flow qV (VER) is discharged via the injectors 7. This closes the control loop.
  • FIG. 3 is a time chart for a speed-up run of an internal combustion engine with sixteen cylinders.
  • the injection period is 45 degrees relative to the crankshaft.
  • a PWM signal with a first frequency f1 of 102.4 Hz.
  • the ordinates represent the values of the rail pressure pCR and the values of the engine speed nMOT. As abscissa different time values are shown.
  • the diagram itself shows the rail pressure actual value pCR (IST) and the engine speed nMOT.
  • the angular distance between two injections, the injection period is dependent on the number of cylinders of the internal combustion engine. In a 20-cylinder internal combustion engine, the angular distance z. B. 72 degrees.
  • the engine speed nMOT at point A exceeds the speed value 768 revolutions / minute.
  • This speed value corresponds to an injection frequency of 102.4 Hz.
  • This frequency in turn is identical to the first frequency of the PWM signal.
  • the rail pressure actual value pCR (IST) shows from the time t6 clear pressure oscillations with increasing amplitudes. The maximum amplitude (peak / peak) is about 40 bar. After time t8, the amplitude decreases again.
  • FIG. 4 is a speed diagram for an increasing engine speed (arrow to the right) and a falling engine speed (arrow to the left) shown.
  • An increasing or decreasing engine speed can z. B. be identified by the speed gradient nGRAD.
  • the invention now provides that a critical speed nKR is calculated from the injection period and the first frequency f1 of the PWM signal.
  • the critical speed nKR corresponds to z. B. 768 revolutions / minute, corresponding to the point A of FIG. 3 .
  • a first speed range BER1 and a second speed range BER2 are then determined. These can be z. B. 120 revolutions / minute.
  • the first speed range BER1 is defined by a first limit value n1 and a second limit value n2.
  • the second speed range BER2 is defined by a third limit value n3 and a fourth limit value n4.
  • the first n1 and third limit n3 are set to engine speed lower than the critical speed nKR.
  • the second n2 and fourth limit n4 are set to higher engine speed values than the critical speed nKR.
  • the third limit value n3 is shifted from the first limit value n1 by a first hysteresis value Hyst1 to smaller engine speed values.
  • the value of the first hysteresis Hyst1 can be z. B. 20 revolutions / minute. It prevents switching back and forth between both frequencies in stationary operation.
  • nKR nMOT is switched back to the first frequency f1 of the second frequency f2 with increasing engine speed nMOT when the second limit n2 is exceeded.
  • a return to the second frequency f2 takes place at falling speed only when the fourth limit n4 is exceeded.
  • the fourth limit value n4 is shifted from the third limit value n3 by a second hysteresis value Hyst2 to smaller engine speed values.
  • the two speed ranges BER1 and BER2 within which the second frequency f2 is valid. Outside these speed ranges, the frequency of the PWM signal is identical to the first frequency f1. If the first frequency f1 z. B.
  • FIGS. 5A and 5B illustrate as state diagrams again the switching mechanism from 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 is switched from the first f1 to the second frequency f2 when the engine speed nMOT is greater than the first limit n1.
  • the first frequency f1 is then switched back when the engine speed nMOT becomes smaller than the third limit value n3, corresponding to 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 is switched from the second f2 to the first frequency f1 when the engine speed nMOT exceeds the second threshold n2.
  • the second frequency f2 is then switched back when the engine speed nMOT becomes smaller than the fourth limit value n4, corresponding to the difference of the second limit value n2 minus the second hysteresis Hyst2.
  • the FIG. 6 shows a program schedule.
  • the critical speed nKR is calculated from the angular distance between two injections, ie the injection period, and the first frequency f1 of the PWM signal.
  • the engine speed nMOT is smaller than the critical speed nKR. If this is smaller, at S3 the program flowchart of FIG. 7 branched. If this is larger, then the program flowchart of S4 becomes FIG. 8 branched.
  • FIG. 7 is a program flowchart for engine speeds nMOT below the critical speed nKR shown.
  • a flag is set to one at S1.
  • the PWM signal is then set to the first frequency f1, e.g. B. 102.4 Hz.
  • the flag has the value one. If this is the case, it is checked at S4 whether the engine speed nMOT the first Limit has exceeded n1. If so, the frequency of the PWM signal is set to the second frequency f2, step S5. The PWM signal is thus switched.
  • the flag is then set to the value zero and branched to point A. If the query at S4 negative, it is branched directly to point A.
  • step S7 If the test at S3 indicates that the flag has the value zero, then it is checked in step S7 whether the engine speed nMOT falls below the third limit value n3, corresponding to the difference of the first limit value n1 minus the first hysteresis Hyst1. If this is the case, then the frequency of the PWM signal is reset to the value f1, step S8. In step S9, the flag is then reset to the value one and branched back to point A. If the query at S7 is negative, then branching is made directly to point A.
  • FIG. 8 is a program flowchart for engine speeds nMOT above the critical speed nKR.
  • a flag is set to the value one.
  • the PWM signal is set to the second frequency f2.

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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)

Claims (10)

  1. Procédé de régulation d'un moteur à combustion interne (1) équipé d'un système d'injection à rampe de distribution commune, avec lequel une grandeur de commande est calculée au moyen d'un régulateur de haute pression (8) à partir d'une valeur réelle (pCR(IST)) et d'une valeur de consigne (pCR(SL)) de la pression de rampe, un signal PWM présentant une première fréquence (1) constante est calculé en fonction de la grandeur de commande pour commander la section régulée (11) comprenant l'électrovanne d'aspiration, avec lequel une vitesse de rotation critique (nKR) est calculée (nKR = f(Phi, f1)) à partir de la différence angulaire (Phi) de deux injections ainsi que de la première fréquence (f1) du signal PWM, une plage de vitesses de rotation (BER) est définie en fonction de la vitesse de rotation critique (nKR), le signal PWM étant accordé sur la première fréquence en présence de valeurs de la vitesse de rotation du moteur (nMOT) qui se trouvent en dehors de la plage de vitesses de rotation (BER) et le signal PWM étant accordé sur une deuxième fréquence en présence de valeurs de la vitesse de rotation du moteur (nMOT) qui se trouvent à l'intérieur de la plage de vitesses de rotation (BER), la plage de vitesses de rotation (BER) correspondant à une première plage de vitesses de rotation (BER1) qui est adoptée en présence d'une vitesse de rotation croissante du moteur (nMOT) et la plage de vitesses de rotation (BER) correspondant à une deuxième plage de vitesses de rotation (BER2) qui est adoptée en présence d'une vitesse de rotation décroissante du moteur.
  2. Procédé selon la revendication 1, caractérisé en ce que la première plage de vitesses de rotation (BER1) est définie par une première valeur limite (n1) et une deuxième valeur limite (n2).
  3. Procédé selon la revendication 2, caractérisé en ce que la première valeur limite (n1) est inférieure à la vitesse de rotation critique (nKR) (n1 < nKR) et la deuxième valeur limite (n2) est supérieure à la vitesse de rotation critique (nKR) (n2 > nKR).
  4. Procédé selon la revendication 3, caractérisé en ce que le signal PWM est permuté de la première (f1) sur la deuxième fréquence (f2) lorsque la vitesse de rotation du moteur (nMOT) est supérieure à la première valeur limite (n1) de la première plage (BER1) (nMOT > n1) et de la deuxième (f2) sur la première fréquence (f1) lorsque la vitesse de rotation du moteur (nMOT) est supérieure à la deuxième valeur limite (n2) de la première plage (BER1) (nMOT > n2).
  5. Procédé selon la revendication 1, caractérisé en ce que la deuxième plage de vitesses de rotation (BER2) est définie par une troisième valeur limite (n3) et une quatrième valeur limite (n4).
  6. Procédé selon la revendication 2 et la revendication 5, caractérisé en ce que la deuxième plage de vitesses de rotation (BER2) est décalée par rapport à la première plage de vitesses de rotation (BER1) d'une valeur d'hystérésis (Hyst) vers des valeurs faibles de la vitesse de rotation du moteur.
  7. Procédé selon la revendication 2 et la revendication 5, caractérisé en ce que la troisième valeur limite (n3) est calculée à partir de la première valeur limite (n1) moins une première valeur d'hystérésis (Hyst1) (n3 = n1 - Hyst1) et la quatrième valeur limite (n4) est calculée à partir de la deuxième valeur limite (n2) moins une deuxième valeur d'hystérésis (Hyst2) (n4 = n2 - Hyst2).
  8. Procédé selon la revendication 6 ou la revendication 7, caractérisé en ce que le signal PWM est permuté de la première (f1) sur la deuxième fréquence (f2) lorsque la vitesse de rotation du moteur (nMOT) est inférieure à la quatrième valeur limite (n4) de la deuxième plage (BER2) (nMOT < n4) et de la deuxième (f2) sur la première fréquence (f1) lorsque la vitesse de rotation du moteur (nMOT) est inférieure à la troisième valeur limite (n3) de la deuxième plage (BER2) (nMOT < n3).
  9. Procédé selon l'une des revendications 1 à 8, caractérisé en ce que les multiples entiers (nKR(i), i = 2, 3, ...) de la vitesse de rotation critique (nKR) sont calculés.
  10. Procédé selon la revendication 9, caractérisé en ce qu'une permutation de la fréquence du signal PWM selon l'une des revendications 1 à 8 s'effectue aux multiples entiers (nKR(i)) de la vitesse de rotation critique (nKR).
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

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

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

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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
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DE10330466B3 (de) 2004-10-21
EP1496232A2 (fr) 2005-01-12
EP1496232A3 (fr) 2006-09-06
US20050051137A1 (en) 2005-03-10
US7017549B2 (en) 2006-03-28

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