The present application is a 371 of International application PCT/EP2010/003652, filed Jun. 17, 2010, which claims priority of DE 10 2009 031 527.6, filed Jul. 2, 2009, the priority of these applications is hereby claimed and these applications are incorporated herein by reference.
The invention concerns a method for the open-loop and closed-loop control of an internal combustion engine.
In an internal combustion engine with a common rail system, the quality of combustion is critically determined by the pressure level in the rail. Therefore, in order to stay within legally prescribed emission limits, the rail pressure is automatically controlled. A closed-loop rail pressure control system typically comprises a comparison point for determining a control deviation, a pressure controller for computing a control signal, the controlled system, and a software filter for computing the actual rail pressure in the feedback path. The control deviation is computed as the difference between a set rail pressure and an actual rail pressure. The controlled system comprises the pressure regulator, the rail, and the injectors for injecting the fuel into the combustion chambers of the internal combustion engine.
DE 197 31 995 A1 discloses a common rail system with closed-loop pressure control, in which the pressure controller is equipped with various controller parameters. The various controller parameters are intended to make the automatic pressure control more stable. The pressure controller then uses the controller parameters to compute the control signal for a pressure control valve, by which the fuel drain-off from the rail into the fuel tank is set. Consequently, the pressure control valve is arranged on the high-pressure side of the common rail system. This source also discloses an electric pre-feed pump or a controllable high-pressure pump as alternative measures for automatic pressure control.
DE 103 30 466 B3 also describes a common rail system with closed-loop pressure control, in which, however, the pressure controller acts on a suction throttle by means of a control signal. The suction throttle in turn sets the admission cross section to the high-pressure pump. Consequently, the suction throttle is arranged on the low-pressure side of the common rail system. This common rail system can be supplemented by a passive pressure control valve as a protective measure against an excessively high rail pressure. The fuel is then redirected from the rail into the fuel tank via the opened pressure control valve. A similar common rail system with a passive pressure control valve is known from DE 10 2006 040 441 B3.
Control leakage and constant leakage occurs in a common rail system as a result of design factors. Control leakage occurs when the injector is being electrically activated, i.e., for the duration of the injection. Therefore, the control leakage decreases with decreasing injection time. Constant leakage is always present, i.e., even when the injector is not activated. This is also caused by part tolerances. Since the constant leakage increases with increasing rail pressure and decreases with falling rail pressure, the pressure fluctuations in the rail are damped. In the case of control leakage, on the other hand, the opposite behavior is seen. If the rail pressure rises, the injection time is shortened to produce a constant injection quantity, which leads to decreasing control leakage. If the rail pressure drops, the injection time is correspondingly increased, which leads to increasing control leakage. Consequently, control leakage leads to intensification of the pressure fluctuations in the rail. Control leakage and constant leakage represent a loss volume flow, which is pumped and compressed by the high-pressure pump.
However, this loss volume flow means that the high-pressure pump must be designed larger than necessary. In addition, some of the motive energy of the high-pressure pump is converted to heat, which in turn causes heating of the fuel and reduced efficiency of the internal combustion energy.
In present practice, to reduce the constant leakage, the parts are cast together. However, a reduction of the constant leakage has the disadvantages that the stability behavior of the common rail system deteriorates and that automatic pressure control becomes more difficult. This becomes clear in the low-load range, because here the injection quantity, i.e., the removed fuel volume, is very small. This also becomes clear in a load reduction from 100% to 0%, since here the injection quantity is reduced to zero, and therefore the rail pressure is only slowly reduced again. This in turn results in a long correction time.
This objective is achieved by a method for the open-loop and closed-loop control of an internal combustion engine with the features of claim 1. Refinements are described in the dependent claims.
The method consists not only in providing closed-loop rail pressure control by means of the suction throttle on the low-pressure side as the first pressure regulator, but also in generating a rail pressure disturbance variable for influencing the rail pressure by means of a pressure control valve on the high-pressure side as a second pressure regulator. Fuel is redirected from the rail into a fuel tank by the pressure control valve on the high-pressure side. An essential element of the invention is that a constant leakage is reproduced by the control of the pressure control valve. The rail disturbance variable is computed on the basis of a corrected set volume flow of the pressure control valve, which in turn is computed from a static set volume flow and a dynamic set volume flow.
The static set volume flow is computed as a function of a set injection quantity, alternatively, a set torque, and an engine speed by means of a set volume flow input-output map. The set volume flow input-output map is realized in such a form that in a low-load range a set volume flow with a positive value, for example, 2 liters/minute, is computed and in a normal operating range a set volume flow of zero is computed. In accordance with the invention, the low-load range is understood to mean the range of small injection quantities and thus low engine output.
The dynamic set volume flow of the pressure control valve is computed by a dynamic correction unit as a function of the set rail pressure and the actual rail pressure by computing a resultant control deviation and setting the dynamic set volume flow to a value of zero when the resulting control deviation is less than zero. If, on the other hand, the resulting control deviation is greater than or equal to zero, then the dynamic set volume flow is set to the value of the product of the resulting control deviation and a factor. In other words, the dynamic set volume flow is determined to a great extent by the control deviation of the rail pressure. If the control deviation is negative and falls below a limit, i.e., for example, in the case of a load reduction, the static set volume flow is corrected by means of the dynamic set volume flow. Otherwise, no change is made in the static set volume flow.
Since during steady operation the fuel is redirected from the rail only in the low-load range and in small quantities, there is no significant increase in the fuel temperature and also no significant reduction of the efficiency of the internal combustion engine. The increased stability of the closed-loop rail pressure control system in the low-load range can be recognized from the fact that the rail pressure in the coasting range remains more or less constant, and in a load reduction the rail pressure peak value is clearly lower. The pressure increase of the rail pressure is counteracted by means of the dynamic set volume flow, with the advantage that the correction time of the system can be improved once again.
The drawings illustrate a preferred embodiment of the invention.
The common rail system comprises the following mechanical components: a low-pressure pump 3 for pumping fuel from a fuel tank 2, a variable suction throttle 4 on the low-pressure side for controlling the fuel volume flow flowing through the lines, a high-pressure pump 5 for pumping the fuel at increased pressure, a rail 6 for storing the fuel, and injectors 7 for injecting the fuel into the combustion chambers of the internal combustion engine 1. The common rail system can also be realized with individual accumulators, in which case an individual accumulator 8 is integrated, for example, in the injector 7 as an additional buffer volume. To protect against an impermissibly high pressure level in the rail 6, a passive pressure control valve 11 is provided, which, in its open state, redirects the fuel from the rail 6. An electrically controllable pressure control valve 12 also connects the rail 6 with the fuel tank 2. A fuel volume flow redirected from the rail 6 into the fuel tank 2 is defined by the position of the pressure control valve 12. In the remainder of the text, this fuel volume flow is denoted. the rail pressure disturbance variable VDRV.
The operating mode of the internal combustion engine 1 is determined by an electronic control unit (ECU) 10. The electronic control unit 10 contains the usual components of a microcomputer system, for example, a microprocessor, interface adapters, buffers, and memory components (EEPROM, RAM). Operating characteristics that are relevant to the operation of the internal combustion engine 1 are applied in the memory components in the form of input-output maps/characteristic curves. The electronic control unit 10 uses these to compute the output variables from the input variables.
The actual rail pressure pCR(IST) is computed from the raw value of the rail pressure pCR by means of a first filter 19. This value, is then compared with the set value pCR(SL) at a summation point A, and a control deviation ep is obtained from this comparison. A correcting variable. is computed from the control deviation ep by means of a pressure controller 14. The correcting variable represents a volume flow VR with the physical unit of liters/minute. The computed set consumption VVb is added to the volume flow VR at a summation point B. The set consumption VVb is computed by a computing unit 23, which is shown in
The static set volume flow Vs(SL) for the pressure control valve is computed from the engine speed nMOT and the set injection quantity QSL by a set volume flow input-output map 22 (3D input-output map). The set volume flow input-output map 22 is realized in such a form that in the low-load range, for example, at idle, a positive value of the static set volume flow Vs(SL) is computed, while in the normal operating range a static set volume flow Vs(SL) of zero is computed. A possible embodiment of the set volume flow input-output map 22 is shown in
The input variables are the set rail pressure pCR(SL), the actual rail pressure pCR(IST), the dynamic rail pressure pCR(DYN), a constant control deviation epKON, and a constant factor fKON. The output variable is the dynamic set volume flow Vd(SL). A limited control deviation epLIM is assigned to the set rail pressure pCR(SL) by a characteristic curve 31. The value of the limited control deviation epLIM is negative. For example, a limited control deviation epLIM=−100 bars is assigned to the set rail pressure pCR(SL)=2150 bars by the characteristic curve 31. A first switch S1 serves to determine whether its output variable AG1 corresponds to the limited control deviation epLIM or to the constant control deviation epKON. In the switch position S1=1, AG1 epLIM, while in switch position S1=2, AG1=epKON. The constant control deviation can be set, for example, to the value epKON=−50 bars. At a summation point A, the output variable AG1 is compared with the control deviation ep. The control deviation ep is computed at a summation point B from the set rail pressure pCR(SL) and the actual rail pressure pCR(IST) or, alternatively, the dynamic rail pressure pCR(DYN), The selection is made by a second switch S2. In the first switch position S2=1, the actual rail pressure pCR(IST) determines the computation of the control deviation ep. In the second switch. position S2=2, on the other hand, the dynamic rail pressure pCR(DYN) determines the computation of the control deviation. The difference computed at summation point A represents a resultant control deviation epRES.
A comparator 32 compares the resultant control deviation epRES with the value zero. If the resultant control deviation epRES is less than zero (epRES<0), then a third switch S3 is set to the position S3=2. In this case, the dynamic set volume flow Vd(SL) is equal to zero (Vd(SL)=0). On the other hand, if the resultant control deviation epRES is greater than or equal to zero (epRES≧0), then the third switch is set to the position S3=1.
In this position S3=1, the dynamic set volume flow Vd(SL) is computed by multiplying the resultant control deviation epRES by a factor f. The factor f in turn is determined by a fourth switch S4. If the fourth switch is in the position S4=1, then the factor f is computed as a value fKL by a characteristic curve 33 as a function of the actual rail pressure pCR(IST) (switch S2=1) or as a function of the dynamic rail pressure pCR(DYN) (switch S2=2), On the other hand, if the fourth switch is in the position S4=2, then the factor f is set to a constant value fKON, for example, fKON=0.01 liters/(min-bars).
The function of the dynamic correction unit 24 will now be explained by an example, which is based on the following parameters:
If the control deviation is greater than −50 bars (ep>(−50 bars)), then the resultant control deviation epRES is less than zero (epRES<0). The third switch is thus moved into the position S3=2 by the comparator 32, so that the dynamic set volume flow Vd(SL)=0. On the other hand, if the control deviation is less than or equal to −50 bars (ep≦(−50 bars)), then the resultant control deviation epRES>0. The comparator 32 thus moves the third switch into the position S3=1. The dynamic set volume flow is now computed as Vd(SL)=(−50 bars−ep)·0.01 liters/(min·bars).
A correction by means of the dynamic set volume flow Vd(SL) thus occurs when the control deviation ep falls below the value ep=−50 bars. If the control deviation ep becomes even smaller (more negative), i.e., if the actual rail pressure overshoots even more strongly, then the dynamic set volume flow Vd(SL) causes the fuel volume flow that is redirected by the pressure control valve, i.e., the rail pressure disturbance variable, to be increased. Finally, this causes the rail pressure to level off.
At time t1 the load on the generator was suddenly reduced from an output of P=2000 kW to 0 kW. The absence of a load at the power take-off of the internal combustion engine causes an increasing engine speed at time t1. At time t4 the engine speed reaches its maximum value of nMOT=1950 rpm. Since the engine speed is automatically controlled in its own closed-loop control system, it settles back to its original initial value. Due to the increasing engine speed nMOT and the resulting reduction of the injection quantity starting at time t1, the high-pressure pump builds up a higher pressure level in the rail, so that the actual rail pressure pCR(IST) increases with a time lag relative to the engine speed nMOT. At time t2 the actual rail pressure pCR(IST) reaches the value pCR(IST)=2250 bars. The control deviation ep is thus ep=−50 bars. The dynamic set volume flow Vd(SL), which is computed by the dynamic correction unit 24 (
A comparison of the two curves of the actual rail pressure pCR(IST) in
At S1 the set injection quantity QSL, the engine speed nMOT, the actual rail pressure pCR(IST), the battery voltage UBAT, and the actual current iDV(IST) of the pressure control valve are read in. At S2 the static set volume flow Vs(SL) is then computed by the set volume flow input-output map as a function of the set injection quantity QSL and the engine speed nMOT. At S3 the control deviation ep is computed from the set rail pressure pCR(SL) and the actual rail pressure pCR(IST). In step S4 the limited control deviation epLIM, which is negative, is computed from the set rail pressure by a characteristic curve 31 (
Number | Date | Country | Kind |
---|---|---|---|
10 2009 031 527 | Jul 2009 | DE | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
---|---|---|---|---|
PCT/EP2010/003652 | 6/17/2010 | WO | 00 | 1/3/2012 |
Publishing Document | Publishing Date | Country | Kind |
---|---|---|---|
WO2011/000478 | 1/6/2011 | WO | A |
Number | Name | Date | Kind |
---|---|---|---|
4884545 | Mathis | Dec 1989 | A |
5727515 | Biester | Mar 1998 | A |
5758622 | Rembold et al. | Jun 1998 | A |
5878718 | Rembold | Mar 1999 | A |
5941214 | Hoffmann et al. | Aug 1999 | A |
6016791 | Thomas et al. | Jan 2000 | A |
6119655 | Heinitz | Sep 2000 | A |
6142120 | Biester et al. | Nov 2000 | A |
6223725 | Onishi et al. | May 2001 | B1 |
6230688 | Faix et al. | May 2001 | B1 |
6234148 | Hartke et al. | May 2001 | B1 |
6311674 | Igashira et al. | Nov 2001 | B1 |
6378501 | Hisato et al. | Apr 2002 | B1 |
6609500 | Ricco et al. | Aug 2003 | B2 |
6823847 | Carlo | Nov 2004 | B2 |
6840228 | Yomogida | Jan 2005 | B2 |
6912983 | Okamoto | Jul 2005 | B2 |
7017549 | Doelker | Mar 2006 | B2 |
7025050 | Oono et al. | Apr 2006 | B2 |
7040291 | Veit | May 2006 | B2 |
7059302 | Lemoure | Jun 2006 | B2 |
7171944 | Oono | Feb 2007 | B1 |
7240667 | Dolker | Jul 2007 | B2 |
7243636 | Joos | Jul 2007 | B2 |
7270115 | Dolker | Sep 2007 | B2 |
7284539 | Fukasawa | Oct 2007 | B1 |
7318414 | Hou | Jan 2008 | B2 |
7347188 | Ohshima | Mar 2008 | B2 |
7451038 | Kosiedowski et al. | Nov 2008 | B2 |
7606656 | Dolker | Oct 2009 | B2 |
7779816 | Dolker | Aug 2010 | B2 |
7806104 | Sadakane et al. | Oct 2010 | B2 |
8210156 | Kokotovic et al. | Jul 2012 | B2 |
20040016830 | Boos et al. | Jan 2004 | A1 |
20060225707 | Eser | Oct 2006 | A1 |
20080257314 | Veit | Oct 2008 | A1 |
20090164102 | Olbrich et al. | Jun 2009 | A1 |
20090326788 | Yuasa | Dec 2009 | A1 |
20100269794 | Li | Oct 2010 | A1 |
20120097134 | Dolker | Apr 2012 | A1 |
20120166063 | Dolker | Jun 2012 | A1 |
Number | Date | Country |
---|---|---|
19731995 | Jan 1999 | DE |
GB 2331597 | May 1999 | DE |
19802583 | Aug 1999 | DE |
10261414 | Jul 2004 | DE |
10261446 | Jul 2004 | DE |
10261446 | Jul 2004 | DE |
10330466 | Oct 2004 | DE |
102004061474 | Jun 2006 | DE |
WO20061061288 | Jun 2006 | DE |
102005029138 | Dec 2006 | DE |
102006018164 | Aug 2007 | DE |
102008040441 | Feb 2008 | DE |
102007059352 | Jun 2009 | DE |
2331597 | May 1999 | GB |
2008215201 | Sep 2008 | JP |
2008215201 | Sep 2008 | JP |
2004036034 | Nov 2005 | WO |
Number | Date | Country | |
---|---|---|---|
20120097134 A1 | Apr 2012 | US |