EP2054606A1 - Procédé de détermination d'une valeur de consigne de pression de rampe - Google Patents

Procédé de détermination d'une valeur de consigne de pression de rampe

Info

Publication number
EP2054606A1
EP2054606A1 EP07787563A EP07787563A EP2054606A1 EP 2054606 A1 EP2054606 A1 EP 2054606A1 EP 07787563 A EP07787563 A EP 07787563A EP 07787563 A EP07787563 A EP 07787563A EP 2054606 A1 EP2054606 A1 EP 2054606A1
Authority
EP
European Patent Office
Prior art keywords
rail
internal combustion
combustion engine
pressure
operating parameters
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
EP07787563A
Other languages
German (de)
English (en)
Other versions
EP2054606B1 (fr
Inventor
Jean-Daniel Mettetal
Stefan Koidl
Pierre Mathis
Enrique Naupari
Anthony Dieryckxvisschers
Martin Schwab
Roland Hafner
Antoine Combelle
Guido Baumann
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2054606A1 publication Critical patent/EP2054606A1/fr
Application granted granted Critical
Publication of EP2054606B1 publication Critical patent/EP2054606B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • 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

Definitions

  • the present invention relates to a method for determining a rail pressure setpoint for a high pressure rail of an internal combustion engine, wherein the rail pressure setpoint is varied with a maximum gradient for changing the rail pressure setpoint maximum and the maximum gradient as a function of
  • Operating parameters of the internal combustion engine is taken from a map.
  • An object of the present invention is to increase its life while dispensing with design changes to components.
  • Rail pressure setpoint for a high-pressure rail of an internal combustion engine wherein the rail pressure setpoint is changed with a maximum gradient for changing the rail pressure setpoint maximum and the maximum gradient is taken as a function of operating parameters of the engine a map, the operating parameters an engaged gear of a gear change transmission and / or a rail pressure actual value.
  • the rail pressure setpoint is the pressure that is regulated in the rail (storage tank) as setpoint input.
  • the internal combustion engine may be both a diesel engine and a gasoline engine. The operating parameters of
  • Internal combustion engine is measured or modeled physical quantity, such as e.g. Target speed, actual speed, target injection quantity, actual injection quantity, actual rail pressure, engine system quantity or various temperature or pressure variables of an internal combustion engine.
  • a map associates input values with output values and may be in the form of a one- or multi-dimensional table, e.g. in one
  • the value of the maximum gradient is limited to a minimum value downwards and / or to a maximum value upwards.
  • the maximum value of the gradient is therefore limited in both directions, thereby excluding too high gradients and too low gradients, in particular gradients ⁇ 0.
  • Rail pressure setpoint for a high pressure rail of an internal combustion engine wherein the rail pressure setpoint is varied with a maximum gradient for changing the rail pressure setpoint maximum and the maximum gradient is taken as a function of operating parameters of the internal combustion engine a map, wherein the operating parameters include an engaged gear of a gear change transmission and / or a Raildruckistwert.
  • Fig. 1 is a block diagram of a fuel metering system
  • FIG. 2 is a schematic diagram of the setpoint determination of the rail pressure
  • Fig. 3 is a schematic diagram for determining the gradient of the rail pressure.
  • Fig. 1 the components required for understanding the invention of a fuel supply system of an internal combustion engine are shown with high-pressure injection.
  • the illustrated system is commonly referred to as a common rail system.
  • a fuel tank is called.
  • the high pressure pump 125 may include at least one element shutoff valve.
  • the high-pressure pump 125 is connected to a rail 130 in connection.
  • the rail 130 is also referred to as a memory and is connected via fuel lines with various injectors 131 in contact.
  • the sensor 140 the time-dependent actual value of the pressure P_Rail_lst (t) in the rail or in the entire high-pressure range is detected.
  • the time dependence is denoted by the appended variable (t).
  • t Via a pressure control valve 135, the rail 130 with the fuel tank 100 can be connected.
  • the pressure regulating valve 135 is controllable by means of a coil 136.
  • a controller 160 loads the element shutdown valve - A -
  • the controller 160 processes various signals from various sensors 165, which characterize the operating state of the internal combustion engine and / or of the motor vehicle that drives the internal combustion engine. Such an operating state is, for example, the actual rotational speed n_act of the internal combustion engine.
  • This device operates as follows: The fuel, which is located in the reservoir is conveyed from the feed pump 110 to the high-pressure pump 125.
  • the high pressure pump 125 delivers the fuel from the low pressure area in the
  • the high-pressure pump 125 builds up a very high pressure in the rail 130. Usually, in systems for spark-ignited internal combustion engines pressure values of about 30 to 100 bar and in self-igniting internal combustion engines pressure values of about 1000 to 2000 bar achieved. Through the injectors 131, the fuel under high pressure the individual cylinder of
  • the actual rail pressure P rail lst (t) in the rail or in the entire high-pressure range is detected and compared in the controller 160 with a rail pressure setpoint P_Rail_Soll (t). Depending on this comparison, the pressure regulating valve 135 is controlled. With low fuel consumption, the delivery of the high-pressure pump 125 can be gradually reduced by appropriate control of the element shut-off valve.
  • the rail pressure setpoint P_Rail_Soll (t) is taken from a map that can enter into a wide variety of parameters of the operating state of the internal combustion engine. In a dynamic operation of the internal combustion engine, so if parameters such as the torque request or speed are changed, the rail pressure setpoint is now not changed abruptly, but with a time delay. This is shown as a schematic diagram in FIG. 2. Operating parameters of the internal combustion engine, such as the rotational speed n, the requested engine torque M and the like, enter a map KP, so that a nominal value for the rail pressure P_Rail_Soll '(t) can be taken from the map KP.
  • the setpoint value P rail setpoint (M) from the previous calculation step is deducted from the just-read P_Rail_setpoint (t) from the characteristic diagram Kp and denoted by compared to the gradient Rail_P_SetPointlnc.
  • the minimum of both values is then added to the setpoint P RaM SoII (M) from the previous calculation step and in this way forms the current setpoint P_Rail_Soll (t).
  • FIG. 3 is a block diagram for determining the value of the maximum gradient Rail_P_SetPointlnc for changing the rail pressure setpoint value P RaM SoII (t).
  • Prior art methods provide a rail pressure setpoint map that meets the requirements for stationary engine operating points. In dynamic engine use u. a.
  • the points of the rail pressure setpoint characteristic map are connected to one another by means of a rail pressure gradient characteristic map for the pressure rise (for example in bar / s) Rail_dpSetpointInc_Map.
  • This pressure rise gradient characteristic map is performed as a function of the engine system quantity lnjCtl_qSetUnBal and the engine speed Eng_nAvrg.
  • the present exemplary embodiment of the invention now provides for a gear-dependent Gearbx_stGear, actual-speed-dependent n_act and rail-pressure actual value-dependent RailCD_pPeak reduction of the rail pressure gradient gradient map Rail_dpSetPointlnc_Map in a characteristic map Rail_dpSetPointlncOfs_Map with the aim of achieving the setpoint values more slowly at higher prevailing rail pressures.
  • the rail pressure actual value dependency allows direct intervention on the variable to be influenced (without detouring over the system quantity). Due to the gear-dependent selective use possibility and the Railbuchistwertjanjankeit is taken only example, in low gears and influenced the non-relevant pressure ranges.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de détermination d'une valeur de consigne de pression de rampe (P_Rampe_Soll) pour une rampe haute pression d'un moteur à combustion interne, sachant que la valeur de consigne de pression de rampe est modifiée au maximum à l'aide d'un gradient maximal (Rampe_P_SetPointInc) servant à la modification de la valeur de consigne de pression de rampe (P_Rampe_Soll) et le gradient maximal (Rampe_P_SetPointInc) est tiré d'un diagramme caractéristique (Rampe_dpSetPointIncOfs_Map) en fonction des paramètres de fonctionnement du moteur à combustion interne. Les paramètres de fonctionnement comprennent un rapport enclenché (Gearbx_stGear) d'une boîte de vitesses.
EP07787563A 2006-08-18 2007-07-16 Procédé de détermination d'une valeur de consigne de pression de rampe Not-in-force EP2054606B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006038848 2006-08-18
DE102006045923A DE102006045923A1 (de) 2006-08-18 2006-09-28 Verfahren zur Bestimmung eines Raildruck-Sollwertes
PCT/EP2007/057295 WO2008019919A1 (fr) 2006-08-18 2007-07-16 Procédé de détermination d'une valeur de consigne de pression de rampe

Publications (2)

Publication Number Publication Date
EP2054606A1 true EP2054606A1 (fr) 2009-05-06
EP2054606B1 EP2054606B1 (fr) 2012-05-16

Family

ID=38596265

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07787563A Not-in-force EP2054606B1 (fr) 2006-08-18 2007-07-16 Procédé de détermination d'une valeur de consigne de pression de rampe

Country Status (7)

Country Link
US (1) US8096284B2 (fr)
EP (1) EP2054606B1 (fr)
JP (2) JP2010501050A (fr)
KR (1) KR101356284B1 (fr)
CN (1) CN101506503B (fr)
DE (1) DE102006045923A1 (fr)
WO (1) WO2008019919A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016213433A1 (de) 2016-07-22 2018-01-25 Robert Bosch Gmbh Verfahren zur Bestimmung eines Raildrucksollwerts

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DE102007062171B4 (de) * 2007-12-21 2021-03-25 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102012019457B3 (de) * 2012-10-04 2014-03-20 Mtu Friedrichshafen Gmbh Verfahren zur Raildruckregelung einer Brennkraftmaschine
DE102013221981A1 (de) * 2013-10-29 2015-04-30 Robert Bosch Gmbh Verfahren zur Steuerung eines Druckregelventils einer Kraftstoffeinspritzanlage insbesondere eines Kraftfahrzeugs
JP6032253B2 (ja) * 2014-09-17 2016-11-24 トヨタ自動車株式会社 内燃機関の制御装置
DE102014220932B4 (de) 2014-10-15 2020-02-06 Continental Automotive Gmbh Verfahren zum Betreiben eines Kraftstoffversorgungssystems für eine Brennkraftmaschine
DE102017206084A1 (de) * 2017-04-10 2018-10-11 Robert Bosch Gmbh Kraftstoffeinspritzung mit verminderter Rücklaufmenge
CN109779776B (zh) * 2017-11-13 2022-06-24 联合汽车电子有限公司 电子控制系统及内燃机可变喷油压力控制方法
CN115075971B (zh) * 2022-06-13 2023-11-17 潍柴动力股份有限公司 单缸机控制方法、装置、电子控制单元及存储介质

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DE102016213433A1 (de) 2016-07-22 2018-01-25 Robert Bosch Gmbh Verfahren zur Bestimmung eines Raildrucksollwerts

Also Published As

Publication number Publication date
US8096284B2 (en) 2012-01-17
WO2008019919A1 (fr) 2008-02-21
JP5606504B2 (ja) 2014-10-15
JP2012233487A (ja) 2012-11-29
US20090320798A1 (en) 2009-12-31
CN101506503A (zh) 2009-08-12
KR101356284B1 (ko) 2014-01-28
CN101506503B (zh) 2012-07-04
EP2054606B1 (fr) 2012-05-16
JP2010501050A (ja) 2010-01-14
KR20090053896A (ko) 2009-05-28
DE102006045923A1 (de) 2008-02-21

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