• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method for operating a common-rail fuel supply system of an internal combustion engine, comprising a low-pressure region (4), a high-pressure region (6) and a high-pressure pumping device (3) comprising at least two high-pressure pumps (2), with which fuel from the low-pressure region is deliverable into the high-pressure region, wherein in the high-pressure region (6) between the high-pressure pumping device (3) and injectors, a pressure storage system (7) that is permanently under high pressure is provided, and wherein a rate of delivery of the high-pressure pumping device (3) is adjustable via throttle valves (13). Dependent on an operating point of the internal combustion engine, a set point rate of delivery of the high-pressure pumping device (3) and a set point pressure for the pressure storage system (7) are determined. Dependent on the set point rate of delivery, a control portion for all throttle valves (13) for the position of the respective throttle valve (13) is determined, with which the same is activated. Dependent on a deviation between the set point pressure and an actual pressure in the pressure storage system (7) that is under high pressure, a closed-loop control portion for a first part quantity of the throttle valves (13) is determined for the position of the respective throttle valve, with which in addition to open-loop control merely the respective throttle valve of the first part quantity is activated, whereas the or each throttle valve of a second part quantity of the throttle valves (13) is exclusively activated with the open-loop control portion.
    公开号:FI20205485A1
    申请号:FI20205485
    申请日:2020-05-14
    公开日:2020-11-16
    发明作者:Christian Meier；Seibt Marcus
    申请人:Man Energy Solutions Se；
    IPC主号:
    专利说明:

    DE 10 2019 112 754.8 METHOD AND CONTROL DEVICE FOR OPERATING A COMMON-RAIL
    FUEL SUPPLY SYSTEM The invention relates to a method and to a control device for operating a common-rail fuel supply system. Fig. 1 shows the fundamental construction of a common- rail fuel supply system of an internal combustion engine known from the prior art, namely of a diesel internal combustion engine for a ship operated with heavy fuel oil. This construction is known from DE 101 57 135 B4. The common-rail fuel supply system of Fig. 1 comprises for each cylinder at least one injector 1. By way of the injectors 1, fuel is injectable into each of the cylinders of the internal combustion engine. The common-rail fuel supply system, furthermore, comprises a high-pressure pumping device 3 comprising at least one low-pressure pump 5, multiple high-pressure pumps 2 and a high-pressure pump storage unit 8, in order to deliver fuel from a low-pressure region 4 of the common-rail fuel supply system into a high-pressure region 6 of the same, wherein in the high-pressure region 6 between the high-pressure pumping device 3 and the injectors 1 a pressure storage system 7 that is permanently under high pressure is provided. The pressure storage system 7 that is permanently under high pressure, which is also referred N to as common-rail, comprises multiple distributor units N 9. The distributor units 9 are connected to the high- 3 pressure pumping device 3 and among themselves via XY high-pressure lines 10 that are permanently under high = pressure. The pressure storage system 7, namely the a © distributor units 9, are, furthermore, connected to the LS injectors 1 via high-pressure lines 11 that are under S high pressure dependent on the injection cycle. The high-pressure lines 11 that are under high pressure at times depending on the injection cycle, which connect
    - 2 - the injectors 1 to the distributor units 9, are assigned switching valves 12, which feed fuel to the injectors dependent on the injection cycle. Fig. 1, furthermore, shows throttle valves 13 which are arranged before the high-pressure pumps 2 of the high- pressure pumping device 3. By way of the throttle valves 13, the rate of delivery of the high-pressure pumps 2 and thus of the high-pressure pumping device 3 can be adjusted. Fig. 1, furthermore, shows a purge valve 14 and a safety valve 15. It is pointed out that in contrast with the construction of the common-rail fuel supply system shown in Fig. 1, the fuel can also be pumped from the high-pressure fuel pumps 2 directly, i.e. without pump storage unit 8 connected in between, into the pressure storage system 7, which comprises the multiple distributor units 9. As already explained, the rate of delivery of the high- pressure pumps 2 can be adjusted with the help of the throttle valves 13. According to the practice, all throttle valves 13 are operated by closed-loop control. As a consequence of the closed-loop control of all throttle valves 13, the position of the same changes continuously during the operation. In the process, the throttle valves 13 are subjected to wear. This limits the lifespan of the throttle valves 13.
    S N Starting out from this, the present invention is based 3 on the object of creating a new type of method for J operating a common-rail fuel supply system with the = help of which the lifespan of the throttle valves can so be increased.
    3 S This object is solved through a method for operating a N common-rail fuel supply system of an internal combustion engine according to Patent Claim 1.
    - 3 — According to the invention, a set point rate of delivery of the high-pressure pumping device on the one hand and a set point pressure of the pressure storage system under high pressure on the other hand are determined dependent on a requested operating point of the internal combustion engine. Dependent on the set point rate of delivery of the high-pressure pumping device, an open-loop control portion for the position of the respective throttle valve, with which the respective throttle valve is activated, is determined for all throttle valves. Dependent on a deviation between the set point pressure and an actual pressure in the pressure storage system under high pressure, a closed-loop control portion for the position of the respective throttle valve is determined for a first part quantity of the throttle valves, with which in addition to the open-loop control merely the respective throttle valve of the first part guantity of the throttle valves is activated subject to providing a variable position of the respective throttle valve, whereas the or each throttle valve of a second part quantity of the throttle valves is exclusively activated with the open-loop control portion subject to providing a non-variable position of N the respective throttle valve.
    N 3 It is therefore in the interest of the present XY invention to merely operate a first part quantity of E the throttle valves in the respective operating point so by closed-loop control, but activate the other throttle LS valves of the second part quantity with an open-loop S control portion that is fixed for the respective N operating point. By way of this, the lifespan of the throttle valves can be increased, in particular when
    - 4 — the or each throttle valve of the part quantity of the throttle valves, which are operated in the respective operating point by closed-loop control, is changed or replaced over the operating duration of the internal combustion engine, i.e. exchanged for a respective throttle valve of the second part quantity. According to an advantageous further development of the invention, the first part quantity of the throttle valves, which are activated with the open-100p control portion and the closed-loop control portion, comprises a single throttle valve for each cylinder bank. By way of this, the lifespan of the throttle valves can be particularly advantageously increased. According to an advantageous further development of the invention, the or each throttle valve of the first part quantity of the throttle valves which are activated with the open-loop control portion and the closed-loop control portion are changed or replaced in a time- controlled and/or event-controlled manner. This also serves for the advantageous increase of the lifespan of the throttle valves. The control device for operating a common-rail fuel supply system is defined in Claim 8. Q Preferred further developments of the invention are N obtained from the subclaims and the following 3 description. Exemplary embodiments of the invention are J explained in more detail by way of the drawing without E being restricted to this. There it shows: 2 Fig. 1: a diagram of a fuel supply system known from
    LO S the prior art;N
    - 5 — Fig. 2: a block diagram for illustrating the method for operating a common-rail fuel supply system.
    The invention present here relates to a method and to a control device for operating a common-rail fuel supply system of an internal combustion engine designed in particular as a large diesel internal combustion engine or diesel internal combustion engine of a ship. The fundamental construction of a common-rail fuel supply system is familiar to the person skilled in the art addressed here and has already been described making reference to Fig. 1. The invention present here now relates to a method and to a control device for operating a common-rail fuel supply system which make it possible to prolong the lifespan of the throttle valves 13 which serve for the open-loop control and/or closed-loop control of the fuel rate of delivery of the high-pressure pumps 2.
    Dependent on a requested operating point of the internal combustion engine, in particular dependent on a requested load of the internal combustion engine, a set point rate of delivery of the high-pressure pumping device 3 on the one hand and a set point pressure for the pressure storage system 7 under high pressure on the other hand are determined.
    S N Dependent on the set point rate of delivery of the 3 high-pressure pumping device 3, a control portion for XY the position of the respective throttle valve 13 is = determined for all throttle valves 13 or for each so throttle valve 13, with which each throttle valve 13 is s activated in the sense of a pilot control.
    S N Dependent on a deviation between the set point pressure and an actual pressure in the pressure storage system 7
    - 6 - under high pressure, a closed-loop control portion for the position of the respective throttle valve 13 is determined in addition to open-loop control, which is referred to as first part quantity, with which in addition to open-loop control merely the respective throttle valve 13 of the first part quantity of the throttle valves 13 is activated subject to providing a position of the respective throttle valve that is variable in the respective operating point. The closed- loop control portion is also referred to as closed-loop controller portion. For the throttle valves 13 of the first part quantity of the throttle valves 13 open-loop control provides a so-called pilot control portion. The or each remaining throttle valve 13, i.e. the or each throttle wvalve of a second part quantity of the throttle wvalves 13, is exclusively activated with the open-loop control portion subject to providing a position of the respective throttle valve 13 that is non-variable in the respective operating point. In the exemplary embodiment shown in Fig. 1, a control portion each is thus determined for both throttle valves 13 in the respective operating point but merely for one of these throttle valves 13 is a closed-loop control portion additionally determined in the respective operating point, which is superimposed on open-loop control.
    S N Dependent on the requested operating point, the 3 position of the throttle valve 13 activated merely with XY the open-loop control portion is then not variable but = rather constant. Merely the other throttle valve 13 is so operated by closed-loop control in the respective s operating point in order to adapt the actual pressure S in the pressure storage system 7 to the set point N pressure.
    - 7 = Further details are described in the following making reference to Fig. 2. Fig. 2 shows a block diagram of a control and closed-loop control structure for operating the common-rail fuel supply system, namely the throttle valves 13 of the same. In a block 17, a set point rate of delivery of the high-pressure pumping device 3 is determined dependent on a requested operating point of the internal combustion engine, wherein in a block 18 dependent on this set point rate of delivery of the high-pressure pumping device 3 for each throttle valve 13 a control portion for the position of the respective throttle valve 13 is determined. Dependent on the requested operating point of the internal combustion engine, the set point pressure for the pressure storage system 7 under high pressure is determined in a block 19. In a block 20, the actual pressure of the pressure storage system 7 is determined, preferentially with the help of at least one pressure sensor. Dependent on the set point pressure of the block 19 and the actual pressure of the block 20, closed-loop control deviations 21, 22 are determined, which are fed to a closed-loop controller 23 as input variable. The N closed-loop control deviation 21 is a closed-loop N control deviation between the set point pressure of the 3 block 19 and the non-delayed actual pressure of the XY block 20. The closed-loop control deviation 22 is a E closed-loop control deviation between the set point so pressure of the block 19 and the time-delayed actual s pressure of the block 20 in the block 33.
    S N In the shown exemplary embodiment of Fig. 2, the closed-loop controller comprises a P-portion 23a, an I-
    - 8 - portion 23b and a D-portion 23c.
    The proportional constant for the P-portion 23a of the «closed-loop controller 23 is determined in a block 24 dependent on the rotational speed of the internal combustion engine and/or dependent on the load of the internal combustion engine and/or dependent on the closed-loop control deviation 21. In a block 25, the I-constant for the I- portion 23b of the closed-loop controller 23 is likewise determined dependent on the rotational speed of the internal combustion engine and/or dependent on the load of the internal combustion engine and/or dependent on the closed-loop control deviation 21. In the block 26, the D-constant for the D-portion 23c of the closed-loop controller 23 is determined dependent on the rotational speed of the internal combustion engine and/or the load of the internal combustion engine.
    Starting rates of the P-portion 23a, of the I-portion 23b and of the D-portion 23c of the closed-loop controller 23 are superimposed in order to provide a starting variable 27 of the closed-loop controller 23, wherein in the shown exemplary embodiment the output of the I-portion 23b is limited with a limiter 28. As already explained, open-loop control portions of the block 18 for all throttle valves 13 are determined.
    Q Merely for a first part quantity of the throttle valves N 13 a closed-loop control portion for the position of 3 the respective throttle valve 13 is determined however v via the closed-loop controller 23, which is then z superimposed with the open-loop control portion a © according to Fig. 2 in order to obtain a manipulated LS variable 29 for activating the respective throttle S valve 13 of the first part quantity of the throttle valves.
    The or each remaining throttle wvalve 13 not belonging to the first part quantity of the throttle
    - 9 - valves 13, i.e. a second part quantity of the throttle valves 13, is exclusively activated with the open-loop control portion of the block 18, so that accordingly during the operation of the internal combustion engine in the respective operating point on the or each throttle valve 13, which is activated with the open- loop control portion of the block 18 and the closed- loop control portion 27 of the closed-loop controller 23, a variable position of the respective throttle valve 13 materialises, whereas the position of the or each other throttle valve 13, which is exclusively activated with the open-loop control portion of the block 18, is invariable in the respective operating point.
    In Fig. 2, a block 30 visualises the first part guantity of the throttle valves which is activated both with the open-loop control portion of the block 18 and also with the closed-loop control portion 27 of the closed-loop controller 23. A block 31 visualises the or each remaining throttle valve 13 or the second part guantity of the throttle valves, which is exclusively activated with the open-loop control portion of the block 18. With the double arrow 32 of Fig. 2 it is visualised that the or each throttle valve of the first part N guantity 30 of the throttle valves 13, which are N activated with the open-loop control portion and the 3 closed-loop control portion, are changed or replaced, XY in order to not always closed-loop control the same z throttle valve 13 in its position but change the so throttle valves 14 that are operated by closed-loop X control.
    Here, a throttle valve 13 of the first part S quantity 30 1s then exchanged or replaced with a throttle valve 13 of the second part quantity 31.
    - 10 — The varying or changing the or each throttle valve 13 of the first part quantity 30, which is activated with the open-loop control portion portion and the closed- loop control portion, can be changed or replaced in a time-controlled and/or event-controlled manner. In the case of a time-controlled changing or varying of the respective throttle valve 13, the changing or varying of the respective throttle valve 13 of the first part auantity 30 for a throttle valve 13 of the second part quantity 31 takes place after a defined period of time or operating duration of the internal combustion engine. In the case of an event-controlled changing or varying of the respective throttle valve 13, the changing or varying of the respective throttle valve 13 of the first part auantity 30 for a throttle valve 13 of the second part auantity 31 takes place preferentially with every engine start of the internal combustion engine. The invention, furthermore, relates to a control device for carrying out the method according to the invention. Dependent on a requested operating point of the internal combustion engine, the control device determines the set point rate of delivery of the high- pressure pumping device and the set point pressure for N the pressure storage system 7.
    N 3 Dependent on the set point rate of delivery of the J high-pressure pumping device, the control device = determines for each throttle valve a control portion so for the position of the respective throttle valve, with X which the control device activates each throttle valve S 13.N
    - 11 - Dependent on a deviation between the set point pressure and an actual pressure in the pressure storage system 7 under high pressure, the control device determines for a first part quantity of the throttle valves 13 a closed-loop control portion for the position of the respective throttle valve 13, with which the control device, in addition to the open-loop control portion, merely activates the respective throttle valve 13 of the first part quantity of the throttle valves 13 subject to providing a variable position of the respective throttle valve 13 in the respective operating point of the internal combustion engine, whereas the control device activates the or each throttle wvalve 13 of a second part quantity of the throttle valves 13 exclusively with the open-loop control portion subject to providing a non-variable position of the respective throttle valve 13 in the respective operating point of the internal combustion engine. The invention makes it possible to operate throttle valves 13 of a common-rail fuel supply system with less wear in order to thereby increase the lifespan of the same.
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    REFERENCE LIST 1 Injector 2 High-pressure pump 3 High-pressure pumping device 4 Low-pressure region Low-pressure pump 6 High-pressure region 7 Pressure storage system 8 High-pressure pump storage unit 9 Distributor unit High-pressure line 11 High-pressure line 12 Switching valve 13 Throttle valve 14 Purge valve Safety valve 17 Block set point rate of delivery determination 18 Block control portion 19 Block set point pressure determination Block actual pressure determination 21 Closed-loop control deviation 22 Closed-loop control deviation 23 Closed-loop controller 23a P-portion 23b I-portion 23c D-portion N 24 Block P-closed-loop control constant determination N 25 Block I-closed-loop control constant determination 3 26 Block D-closed-loop control constant determination XY 27 Closed-loop control portion z 28 Limiter so 29 Manipulated variable s 30 First part quantity of the throttle valves S 31 Second part auantity of the throttle valves N 32 Variation change of the throttle valves
    权利要求:
    Claims (9)
    [1] 1. A method for operating a common-rail fuel supply system of an internal combustion engine designed in particular as large diesel internal combustion engine or diesel internal combustion engine of a ship, wherein the common-rail fuel supply system comprises a low-pressure region (4), a high- pressure region (6) and a high-pressure pumping device (3) comprising at least two high-pressure pumps (2), with the help of which fuel from the low-pressure region (4) of the fuel supply system is deliverable into the high-pressure region (6) of the same, wherein in the high-pressure region (6) between the high-pressure pumping device (3) and injectors (1) assigned to cylinders, a pressure storage system (7) that is permanently under high pressure is provided, and wherein a rate of delivery of the high-pressure pumping device (3) is adjustable by way of throttle valves (13) upstream of the high-pressure pumps (2), wherein dependent on a requested operating point of the internal combustion engine a set point rate of delivery of the high-pressure pumping device N (3) on the one hand and a set point pressure for N the pressure storage system (7) under high 3 pressure on the other hand, are determined,
    XY E wherein dependent on the set point rate of so delivery of the high-pressure pumping device (3) X for all throttle valves (13) a control portion for S the position of the respective throttle valve (13) N is determined, with which the respective throttle valve (13) is activated,
    - 2 - wherein dependent on a deviation between the set point pressure and an actual pressure in the pressure storage system (7) under high pressure, for a first part quantity of the throttle valves (13) a closed-loop control portion for the position of the respective throttle valve (13) is determined, with which in addition to open-loop control merely the respective throttle valve (13) of the first part quantity of the throttle valves (13) is activated, whereas the or each throttle valve (13) of a second part quantity of the throttle valves (13) is exclusively activated with the open-loop control portion.
    [2] 2. The method according to Claim 1, characterized in that the first part quantity of the throttle valves (13), which are activated with the open- loop control portion and the closed-loop control portion, comprises a single throttle valve for each cylinder bank.
    [3] 3. The method according to any one of the Claims 1 or 2, characterized in that the or each throttle valve (13) of the first part quantity of the throttle valves (13), which is activated with the open-loop control portion portion and the closed- N loop control portion, is changed or replaced in a N time-controlled manner.
    S 3
    [4] 4. The method according to Claim 3, characterized in z that after expiration of a defined period of time, so the or each throttle valve (13) of the first part X quantity of the throttle valves (13), which is S activated with the open-loop control portion and N the closed-loop control portion, is changed or replaced.
    - 3 —
    [5] 5. The method according to any one of the Claims 1 to 4, characterized in that the or each throttle valve (13) of the part quantity of the throttle valves (13), which is activated with the open-loop control portion and the closed-loop control portion, is changed or replaced in an event- controlled manner.
    [6] 6. The method according to Claim 5, characterized in that during an engine start the or each throttle valve (13) of the part quantity of the throttle valves (13), which is activated with the open-loop control portion and the closed-loop control portion, is changed or replaced.
    [7] 7. The method according to any one of the Claims 1 to 6, characterized in that dependent on a requested load of the internal combustion engine, the set point rate of delivery and the set point pressure are determined.
    [8] 8. A control device for operating a common-rail fuel supply system of an internal combustion engine designed in particular as large diesel internal combustion engine or diesel internal combustion engine of a ship,
    S N wherein the common-rail fuel supply system 3 comprises a low-pressure region (4), a high- XY pressure region (6) and a high-pressure pumping E device (3) comprising at least two high-pressure so pumps (2), with the help of which fuel from the s low-pressure region (4) of the fuel supply system S is deliverable into the high-pressure region (6) of the same, wherein in the high-pressure region (6) between the high-pressure pumping device (3)
    - 4 — and injectors (1) assigned to cylinders, a pressure storage system (7) that is permanently under high pressure is provided, and wherein a rate of delivery of the high-pressure pumping device (3) is adjustable by way of throttle valves (13) upstream of the high-pressure pumps (2), wherein the control device, dependent on a requested operating point of the internal combustion engine on the one hand, determines a set point rate of delivery of the high-pressure pumping device (3) and on the other hand a set point pressure for the pressure storage system (7) under high pressure, wherein the control device dependent on the set point rate of delivery of the high-pressure pumping device (3), determines a control portion for the position of the respective throttle valve (13) for each throttle valve (13), with which the control device activates each throttle valve (13), wherein the control device, dependent on a deviation between the set point pressure and an actual pressure in the pressure storage system (7) under high pressure, determines a closed-loop control portion for the position of the respective N throttle valve (13) for a first part auantity of N the throttle valves (13), with which the control 3 device in addition to open-loop control merely J activates the respective throttle valve (13) of z the first part quantity of the throttle valves so (13), whereas the control device activates the or X each throttle valve (13) of a second part quantity S of the throttle valves (13) exclusively with the N open-loop control portion.
    - 5 —
    [9] 9. The control device according to Claim 8, characterized in that the same is equipped for carrying out the method on the control side according to any one of the Claims 1 to 7.
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    引用文献:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102019112754.8A|DE102019112754B4|2019-05-15|2019-05-15|Method and control device for operating a common rail fuel supply system|
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