Abstract
A method for operating an internal combustion engine having a number of cylinders and an injection system having an injection system that has a common rail and a number of injectors associated with the cylinders, wherein an individual accumulator is associated with each injector and stores fuel from the common rail for the injector. The method has the following steps: starting the internal combustion engine, operating the internal combustion engine, shutting off the internal combustion engine. The following steps are also provided: a state indicating an engine standstill is detected, in particular after the internal combustion engine has been shut off, a high-pressure limit value is defined and a target high pressure is specified, a leakage is produced in the common rail without injection, the fuel pressure in the common rail is reduced to the defined high-pressure limit value below the target high pressure by way of the leakage.
Claims
1. A method for operating an internal combustion engine having a number of cylinders and an injection system comprising a common rail with a number of injectors associated with the cylinders and similar high-pressure components, the method comprising the steps of: starting the internal combustion engine; operating the internal combustion engine; stopping the internal combustion engine; detecting a state characterizing a stopped engine; determining a high pressure limit value and specifying a setpoint high pressure; producing a leak in the common rail without injection; and decreasing fuel pressure in the common rail to a specified high pressure limit value below the setpoint high pressure by way of the leak, wherein when starting the internal combustion engine a high pressure control for regulating the fuel pressure is activated while still in the state characterizing the stopped engine, once an average high pressure gradient reaches or exceeds a defined limit value.
2. The method according to claim 1, wherein by activating the high pressure control a suction choke influencing fuel feed is actuated in a closing direction, which results in the fuel pressure remaining below a maximum value when starting the internal combustion engine.
3. The method according to claim 1, wherein the high pressure gradient is made up of a first pressure valve and a second fuel pressure value, wherein one of the first and the second fuel pressure values follows the other of the first and the second fuel pressure values at a specified time interval (t.sub.Grad.sup.HD).
4. The method according to claim 1, including forming an average high pressure gradient from a finite number of successive high pressure gradients by averaging.
5. The method according to claim 1, including detecting the engine as being in operation at an engine revolution rate of 50-120 min.sup.1.
6. The method according to claim 1, wherein a magnitude of the specified high pressure limit value is 560-600 bar.
7. The method according to claim 1, wherein the high pressure gradient for a specified period of time (t.sub.Mittel.sup.HD) is determined as the average high pressure gradient from a number (k) of determined high pressure gradients, wherein the number (k) is formed as a quotient of the specified period of time (t.sub.Mittel.sup.HD) and a sampling time (Ta).
8. A device for controlling and/or regulating an internal combustion engine, comprising: an engine controller; and an injection computer module, the engine controller and the injection computer module are configured to carry out a method according to claim 1.
9. An injection system, comprising: a common rail for an internal combustion engine having a number of cylinders; a number of injectors associated with the cylinders; a single reservoir embodied for holding fuel from the common rail for injection into the cylinder is associated with an injector; and a device according to claim 8 for controlling and/or regulating the internal combustion engine.
10. An internal combustion engine, comprising: a number of cylinders; an injection system with a common rail and a number of injectors and similar high-pressure components; and a device for control and/or regulation as claimed in claim 8.
11. The method according to claim 1, wherein a single reservoir that is embodied for holding fuel from the common rail for an injector is associated with the injector.
12. The method according to claim 1, including detecting the state characterizing the stopped engine after stopping the internal combustion engine.
Description
BRIEF DESCRIPTION OF THE DRAWING
(1) FIG. 1 shows a device for controlling an injection system of an internal combustion engine
(2) FIG. 2 shows a block diagram of a high pressure control circuit
(3) FIG. 3A shows a timing diagram for representing the high pressure gradient
(4) FIG. 3B shows formulae for calculating the high pressure gradient and the average high pressure gradient
(5) FIG. 4A shows a timing diagram of the measured revolution rate n.sub.mess
(6) FIG. 4B shows a timing diagram of the measured fuel pressure p.sub.mess and the setpoint high pressure p.sub.Soll
(7) FIG. 4C shows a timing diagram of the high pressure gradient of the fuel pressure
(8) FIG. 4D shows a timing diagram of the duty cycle PWM.sub.SDR of the PWM signal
(9) FIG. 4E shows a timing diagram of the signal engine stop, which characterizes the engine stopping
(10) FIG. 4F shows a timing diagram of the signal engine stopped, which characterizes a stopped engine
(11) FIG. 4G shows a timing diagram of the signal control mode, which characterizes activation of the high pressure control
(12) FIG. 4H shows a timing diagram of the signal blank shot active, which characterizes activation of the blank-shot function
(13) FIG. 5 shows a flow chart of a method of a preferred embodiment.
DETAILED DESCRIPTION OF THE INVENTION
(14) FIG. 1 shows a device corresponding to the prior art. A device of this type is described in DE 10 2014 213 648 B3. An internal combustion engine 1 comprises an injection system 3 in this case. The injection system 3 is preferably embodied as a common-rail injection system. Said system comprises a low-pressure pump 5 for transporting fuel from a fuel reservoir 7, an adjustable suction choke 9 on the low-pressure side for influencing a volumetric fuel flow to be carried by means of a high-pressure pump 11, the high-pressure pump 11 for transporting the fuel at a raised pressure into a high-pressure reservoir 13, the high-pressure reservoir 13 for storing the fuel, and preferably a number of injectors 15 for injecting the fuel into combustion chambers 16 of the internal combustion engine 1. Optionally, it is possible that the injection system 3 is also implemented with individual reservoirs, wherein then for example a single reservoir 17 is integrated within the injector 15 as an additional buffer volume. With the exemplary embodiment represented here, an in particular electrically actuatable pressure control valve 19 is provided, by means of which the high-pressure reservoir 13 is fluidically connected to the fuel reservoir 7. By means of the position of the pressure control valve 19, a volumetric fuel flow is defined that is discharged from the high-pressure reservoir 13 into the fuel reservoir 7. Said volumetric fuel flow is referred to in FIG. 1 and in the following text with VDRV and is a high pressure disturbance variable of the injection system 3.
(15) The injection system 3 comprises no mechanical excess pressure valve, because the function thereof is carried out by the pressure control valve 19. The manner of operation of the internal combustion engine 1 is determined by an electronic control unit 21, which is preferably embodied as an engine control unit of the internal combustion engine 1, namely as a so-called Engine Control Unit (ECU). The electronic control unit 21 contains the usual components of a microcomputer system, for example a microprocessor, I/O modules, buffer modules and memory modules (EEPROM,RAM). In the memory modules, the relevant operating data for the operation of the internal combustion engine 1 are applied in characteristic fields/characteristic curves. By means of said characteristic fields/characteristic curves, the electronic control unit 21 calculates output variables from input variables. In FIG. 1, by way of example, the following input variables are represented: A measured, not yet filtered high pressure p prevailing in the high-pressure reservoir 13 and measured by means of a pressure sensor 23, a current engine revolution rate n.sub.1, a signal FP for specifying power by an operator of the internal combustion engine 1, and an input variable E. The input variable E is preferably a combination of further sensor signals, for example a charging air pressure of an exhaust turbocharger. In the case of an injection system 3 with individual reservoirs 17, an individual reservoir pressure p.sub.E is preferably an additional input variable of the control unit 21.
(16) In FIG. 1, by way of example a signal PWMSDR for actuating the suction choke 9 as a first pressure control element, a signal ve for actuating the injectors 15 (which in particular specifies a start of injection and/or an end of injection or even a duration of injection), a signal PWMDRV for actuating the pressure control valve 19 and thereby the high pressure disturbance variable VDRV are defined as output variables of the electronic control unit 21. The output variable A is representative of further control signals for controlling and/or regulating the internal combustion engine 1, for example for a control signal for activating a second exhaust turbocharger in the case of a multi-stage turbocharger.
(17) FIG. 2 shows the block diagram of a high pressure control circuit corresponding to the prior art. The input variable of the high pressure control circuit is the setpoint high pressure p.sub.Soll of the common-rail system, which is compared with the measured high pressure p.sub.mess. In this case, the difference of the two high pressures gives the high pressure control error e.sub.p. Said high pressure control error e.sub.p is the input variable of the high pressure controller, which is preferably implemented as a PI(DT.sub.1) algorithm. Further input variables of the high pressure controller are inter alia the proportionality coefficient kpDSR. The output variable of the high pressure controller is the volumetric fuel flow V.sub.PI(DT1).sup.SDR, which is added to the setpoint fuel consumption V.sub.Str.sup.SDR. The setpoint fuel consumption V.sub.Str.sup.SDR is calculated from the measured engine revolution rate n.sub.mess and the setpoint injection quantity Q.sub.Soll and constitutes a disturbance variable of the high pressure control circuit. The sum of the high pressure controller output variable V.sub.PI(DT1).sup.SDR and the disturbance variable V.sub.Str.sup.SDR (disturbance variable connection) gives the unlimited setpoint volumetric fuel flow V.sub.Unbeg.sup.SDR. Said unlimited setpoint volumetric fuel flow V.sub.Unbeg.sup.SDR is then limited to the maximum volumetric flow V.sub.max.sup.SDR depending on the engine revolution rate n.sub.mess. The limited setpoint volumetric fuel flow V.sub.Soll.sup.SDR is the input variable of the pump characteristic curve. The pump characteristic curve converts the limited setpoint volumetric fuel flow V.sub.Soll.sup.SDR into the suction choke setpoint current I.sub.Soll.sup.SDR. The suction choke setpoint current I.sub.Soll.sup.SDR is the input variable of the suction choke current controller, which has the task of controlling the suction choke current. A further input variable of the suction choke current controller is inter alia the measured suction choke current I.sub.mess.sup.SDR. The output variable of the suction choke current controller is the suction choke setpoint voltage U.sub.Soll.sup.SDR, which is finally converted into the PWM duty cycle PWM.sub.SDR as the demand for the suction choke. The control path of the high pressure control circuit consists in total of the suction choke, the high-pressure pump and the fuel rail. The control variable of the subordinate suction choke current control circuit is the suction choke current in this case, wherein the raw values I.sub.Roh.sup.SDR are still filtered by a filter, which can for example be a PT.sub.1 filter. The output variable of said filter is the measured suction choke current I.sub.mess.sup.SDR. The control variable of the high pressure control circuit is the fuel rail pressure (high pressure). In this case, the raw values of the fuel rail pressure p.sub.Roh are filtered by a high pressure filter, which has the measured fuel-rail pressure p.sub.mess as its output variable. Said filter can for example be implemented by a PT.sub.1 algorithm.
(18) The following elements of the high pressure control circuit are already published in these patent documents: the current control circuit in U.S. Pat. No. 7,240,667 B2 and the disturbance variable connection for example in DE 10 2008 036 299 B3 or U.S. Pat. No. 7,856,961 B2 for the case of separate fuel rails.
(19) The invention is described using FIG. 3A, FIG. 3B, FIG. 4 and FIG. 5.
(20) FIG. 3A and FIG. 3B represent a particularly advantageous calculation of the high pressure gradient. The timing diagram represented in FIG. 3A shows the high pressure in the form of a solid curve as a function of time. The current high pressure gradient (Gradient.sub.Aktuelle.sup.HD(t.sub.1)) at the point in time t.sub.1 is calculated according to FIG. 3B by subtracting the fuel pressure (p.sub.mess(t.sub.1t.sub.Grad.sup.HD)) that was measured at a time in the past by the period of time (t.sub.Grad.sup.HD) from the current fuel pressure (p.sub.mess(t.sub.1)) and dividing the difference by the period of time (t.sub.Grad.sup.HD). The high pressure gradient at the point in time (t.sub.1Ta), wherein the sampling time is denoted by (Ta), is calculated by subtracting the fuel pressure (p.sub.mess(t.sub.1Tat.sub.Grad.sup.HD)) measured at a time in the past by the period of time (t.sub.1Tat.sub.Grad.sup.HD) from the fuel pressure (p.sub.mess(t.sub.1Ta)) and likewise dividing the difference by the period of time (t.sub.Grad.sup.HD). More generally, the high pressure gradient at the point in time (t.sub.1(k1)*Ta) is calculated by subtracting the fuel pressure (p.sub.mess(t.sub.1(k1)*Tat.sub.Grad.sup.HD)) measured in the past by the period of time (t.sub.1(k1)*Tat.sub.Grad.sup.HD) from the fuel pressure (p.sub.mess(t.sub.1(k1)*Ta)) and dividing the difference by the period of time (t.sub.Grad.sup.HD).
(21) It is an advantageous embodiment of the calculation of the high pressure gradient if said gradient is averaged over the specifiable period of time (t.sub.Mittel.sup.HD). In this case, according to FIG. 3B, for a sampling time (Ta) the average high pressure gradient (Gradient.sub.Mittel.sup.HD(t.sub.1)) at the point in time t.sub.1 results by averaging over a total of (k) gradients, wherein the number (k) is calculated according to FIG. 3B as follows:
(22)
(23) The related figures FIG. 4A, FIG. 4B, FIG. 4C, FIG. 4D, FIG. 4E, FIG. 4F, FIG. 4G and FIG. 4H illustrate the invention in the form of a plurality of timing diagrams. The timing diagram represented in FIG. 4A shows the measured engine revolution rate (n.sub.mess). At the point in time (t.sub.1), the engine is stopped and the engine stop signal represented in the timing diagram of FIG. 4E changes from the value 0 to the value 1. As a result, the engine revolution rate (n.sub.mess) changes, starting from the value 1000 1/min to the value 0 1/min. At the point in time (t.sub.2) the stopped engine is detected and the signal (engine stopped) represented in the timing diagram of FIG. 4F changes from the value 0 to the value 1. In the timing diagram of FIG. 4B, the setpoint high pressure (p.sub.soll) is represented as a solid light curve. The setpoint high pressure is calculated as the output variable of a three-dimensional characteristic field with the input variables engine revolution rate (n.sub.mess) and setpoint torque (M.sub.Soll). If the engine is stopped, the setpoint torque is immediately reduced to the value 0 Nm and the engine revolution rate decreases with a time delay to the value 0 1/min. According to the timing diagram represented in FIG. 4B and corresponding to the design of the setpoint high pressure characteristic field, in this case a decreasing setpoint high pressure (p.sub.soll) also results, represented by a solid light curve with the initial value 1200 bar and the final value 600 bar, which is achieved at the point in time (t.sub.2). The fuel pressure (p.sub.mess.sup.1) is represented in the timing diagram of FIG. 4B by a dark solid curve. Because there is no further injection in the case of an engine stop and new common-rail systems have no or only very slight system leaks, the fuel pressure (p.sub.mess) remains constant at the original setpoint value of 1200 bar until the point in time (t.sub.2). Accordingly, as illustrated in the timing diagram of FIG. 4C, an average high pressure gradient (Gradient.sub.Mittel.sup.HD) of 0 bar/s is calculated. The timing diagram of FIG. 4D shows the duty cycle (PWM.sub.SDR) of the PWM signal of the suction choke. Up to the point in time (t.sub.1), with the engine running, the PWM signal adopts the value 15%. Because the setpoint high pressure (p.sub.Soll) decreases from the point in time (t.sub.1) to below the fuel pressure (p.sub.mess.sup.1), a negative high pressure control error (e.sub.p) results. As a result, according to FIG. 2 a longer duty cycle (PWM.sub.SDR) of the PWM signal is calculated, i.e. the suction choke is moved in the closing direction. According to the timing diagram represented in FIG. 4D, the duty cycle (PWM.sub.SDR) of the PWM signal increases to the maximum value thereof of 25% and remains at said value until the point in time (t.sub.2). The duty cycle of the PWM signal is a calculated signal corresponding to FIG. 2 in this case, which is indicated in the timing diagram of FIG. 4G by the control mode adopting the value 0 until the point in time (t.sub.2).
(24) At the point in time (t.sub.2), according to the timing diagram represented in FIG. 4F, the engine is detected to be stopped and the signal (engine stopped) changes from the value 0 to the value 1. As the timing diagram represented in FIG. 4H shows, at said point in time the blank shot function is activated, which is indicated by the signal blank shot active, which changes from the value 0 to the value 1. The result of this is that the fuel pressure (p.sub.mess.sup.1) represented in FIG. 4B decreases starting from the value 1200 bar and reaches the value 580 bar at the point in time (t.sub.3). At said point in time, the blank shot function is deactivated, so that the signal (blank shot active) changes from the value 1 back to the value 0. Because the fuel pressure decreases from the point in time (t.sub.2) until the point in time (t.sub.3), as represented in the third timing diagram a negative high pressure gradient results, indicated by the value100 bar/s.
(25) At the point in time (t.sub.3), the engine is started. The result of this is that the engine revolution rate (n.sub.mess) increases and at the point in time (t.sub.5) reaches the value 80 1/min. As a result, at said point in time a running engine is detected and the signal (engine stopped) changes from the value 1 to the value 0. According to the prior art, the duty cycle (PWM.sub.SDR) of the PWM signal is only calculated from said point in time and thus the fuel pressure is regulated, i.e. until the point in time (t.sub.5) the duty cycle (PWM.sub.SDR) of the PWM signal is set to the value 0% and thus the fuel pressure is controlled. As a result, the fuel pressure (p.sub.mess.sup.1) increases starting at point in time (t.sub.3) according to the prior art, and thus the maximum value thereof of 750 bar is only achieved at the point in time (t.sub.7) following the activation of the high pressure control at the point in time (t.sub.5). Following the point in time (t.sub.7), the fuel pressure decreases again and at the point in time (t.sub.9) finally reaches the setpoint value (p.sub.soll) thereof. The timing diagram in FIG. 4B shows that the fuel pressure (p.sub.mess.sup.1) significantly exceeds the permitted maximum pressure (p.sub.max) when starting the engine. The diagram represented in FIG. 4D shows that the duty cycle (PWM.sub.SDR.sup.1) of the PWM signal corresponding to the prior art increases at the point in time (t.sub.5) with the activation of the high pressure control and finally settles at the static value 20% thereof at the point in time (t.sub.9). The diagram represented in FIG. 4G shows the control mode (Steuermodus.sup.1) corresponding to the prior art. As with the diagrams represented in FIG. 4B and FIG. 4D, the prior art is again represented as a solid curve. It can be seen that the control mode (Steuermodus.sup.1) equals the value 1 until the point in time (t.sub.5), i.e. until the high pressure control is deactivated at said point in time, so that the duty cycle of the PWM signal (PWM.sub.SDR) is specified. Only at the point in time (t.sub.5) does the control mode (Steuermodus.sup.1) change to the value 0, so that the fuel pressure (p.sub.mess.sup.1) is controlled as a result.
(26) The diagram represented in FIG. 4C shows that the high pressure gradient (Gradient.sub.Mittel.sup.HD) increases from the point in time (t.sub.3) according to the increasing fuel pressure in accordance with the diagram represented in FIG. 4B, and reaches the limit value (Limit.sub.HDGradient.sup.Start) at the point in time (t.sub.4). In the sense of the invention, the high pressure control is activated on reaching said limit value and thus at the point in time (t.sub.4). The control mode, represented in FIG. 4G, thus already changes to the value 0 at the point in time (t.sub.4). The corresponding curve is shown dotted and is denoted by (Steuermodus.sup.2). With the activation according to the invention of the high pressure control at the point in time (t.sub.4), the PWM signal is already increasing at the point in time (t.sub.4) according to the diagram represented in FIG. 4D, so that the suction choke is actuated in the closing direction earlier than according to the prior art.
(27) The PWM signal corresponding to the invention is again shown dotted and denoted by (PWM.sub.SDR.sup.2). The earlier onset of the high pressure control according to the invention results in the fuel pressure remaining below the maximum value (p.sub.max) when starting the engine and settling at the setpoint value (Pso.sub.11) thereof earlier, i.e. already at the point in time (t.sub.8). As a result, the engine is protected when starting. The fuel pressure profile resulting in this case is again shown dotted in the diagram of FIG. 4B. The fuel pressure is denoted by (p.sub.mess.sup.2) in this case.
(28) FIG. 5 illustrates the method according to the invention in the form of a flow chart. In step (S1), in this case the average gradient (Gradient.sub.Mittel.sup.HD) is calculated according to FIG. 3. Then the process continues at step (S2). In step (S2), a query is made as to whether the engine is stopped. If this is the case, the process continues at step (S3). In step (S3), a flag that is initialized with the value 0 is polled. If said flag is set, the process continues at step (S7). If the flag is not set, the process continues at step (S4). In step (S4), a check is carried out as to whether the gradient (Gradient.sub.Mittel.sup.HD) is greater than or equal to the limit value (Limit.sub.HDGradient.sup.Start). If this is the case, the process continues at step (S5). In step (S5), the flag is set to the value 1 and the control mode is set to the value 0. Then the process continues at step (S7). If the result of the polling in step (S4) is negative, i.e. the average gradient (Gradient.sub.Mittel.sup.HD) is less than the limit value (Limit.sub.HDGradient.sup.Start), the control mode is set to the value 1 in step (S6). Then the process continues at step (S7). In step (S7), the control mode is polled. If the control mode is set, the duty cycle (PWM.sub.SDR) of the PWM signal is set to the value 0 in step (S8). If the control mode is not set, the duty cycle (PWM.sub.SDR) of the PWM signal is calculated in the step (S9) as a function of the suction choke setpoint voltage (U.sub.Soll.sup.SDR), the battery voltage (U.sub.Batt) and the diode forward voltage (U.sub.Diode). In both cases, the program execution is thereby ended.
(29) If the result of the polling in step (S2) is negative, the process continues at step (S10). In step (S10), the flag and the control mode are reset to the value 0. The duty cycle (PWM.sub.SDR) of the PWM signal is calculated as a function of the suction choke setpoint voltage (U.sub.Soll.sup.SDR), the battery voltage (U.sub.Batt) and the diode forward voltage (U.sub.Diode). The program execution is thus ended in this case also.
