EP0839998B1 - Verfahren zur Regelung der Vollast-einspritzmenge einer Dieselbrennkraft-maschine - Google Patents
Verfahren zur Regelung der Vollast-einspritzmenge einer Dieselbrennkraft-maschine Download PDFInfo
- Publication number
- EP0839998B1 EP0839998B1 EP97118792A EP97118792A EP0839998B1 EP 0839998 B1 EP0839998 B1 EP 0839998B1 EP 97118792 A EP97118792 A EP 97118792A EP 97118792 A EP97118792 A EP 97118792A EP 0839998 B1 EP0839998 B1 EP 0839998B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- injection quantity
- full power
- power injection
- full
- phase
- 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
Links
Images
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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
- F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
-
- 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
Definitions
- the invention relates to a method for regulating the Full load injection quantity of a diesel internal combustion engine.
- DE-OS 26 50 247 describes a method for limitation the maximum permissible fuel flow rate with a mechanical speed controller Fuel pump of a diesel engine described. there for optimal use of engine power limited full load delivery rate associated with the respective speed from a full load flow rate map be derived. As a second company size next to the Speed serves the air mass supplied to the engine. For supercharged diesel engines is the second operating size the charge air pressure used.
- the engine described by the method described there also in transient operation, which is the case with internal combustion engines the transition from a low load state in a higher load state, up to the Power limit exploited and thus the cheapest Acceleration values can be achieved.
- This transient operation then follows a constant, stationary operation.
- a control method is known from US Pat. No. 4,655,186 the injection quantity for an Otto engine known. The procedure described there serves to avoid a mixture that is too lean under high loads to obtain. The mixture is emaciated in Otto engines a physical consequence of the transient State that when accelerating from lower Load is present. A mixture thinning leads thereby increasing the exhaust gas temperatures what possibly damage to the catalytic converter can lead.
- DE 37 00 401 C2 describes a mixture control device for feedback control of the air / fuel ratio of an internal combustion engine, which is normally operated with a lean mixture.
- a control is provided that the change in the air / fuel ratio temporarily exceeds an amount caused by the change in a setpoint.
- the invention is therefore based on the object To create procedures, which with simple means without necessary additional equipment for improvement contributes to the driving dynamics of a diesel engine.
- the combustion chamber temperature is from Load condition of the motor dependent. That is why at low load, e.g. at idle, the combustion chamber walls relatively cold. The temporary excess is only due to the cold combustion chamber walls Diesel internal combustion engine, which are present at low load, possible. With warm or hot combustion chamber walls, such as when the engine is under heavy load the excess would be exceeded lead to the critical temperature of the combustion chamber walls. Therefore, the inventive method is only when accelerating from an unloaded or little stressed state or in an unsteady state Operation applied.
- Fig. 1 shows a diagram in which the abscissa is formed by the time t and that of a diesel engine supplied full-load injection quantity represents the ordinate.
- the course of the shown there Full load injection quantity provides the state of the art Diesel engines or supercharged diesel engines. Accordingly, the process is divided into two phases, in a first time-limited phase Full load injection quantity by a boost pressure dependent Quantity limitation or a smoke map is limited. This smoke map is dependent on the engine speed and that from the boost pressure and the charging temperature calculated air mass per work cycle.
- the full-load injection quantity increases up to one Full load injection quantity in the steady state, at which the engine in continuous operation just hit the limit of mechanical load reached.
- phase 2 in which the stationary Full load injection quantity is kept constant.
- the full-load injection quantity is analogous to FIG. 1 plotted over time.
- the temporal The course is divided into three phases, with in the first, transient phase, the maximum full-load injection quantity about the full load injection quantity in steady state is increased.
- phase 2 the Diesel engine has a limited amount of time fed.
- the excess to the full-load injection quantity already described in FIG. 1 reduced in steady state.
- the increase in the full-load injection quantity to an excess quantity is regulated by a control device, which Presence of an unsteady state by reaching or exceeding various internal arithmetic parameters, such as. Speed gradients or load gradients recognizes.
- Phase 3 represents phase 2 described in FIG. 1 the constant full-load injection quantity in the stationary Condition.
- the torque of the Diesel engine increases what. in shortened Acceleration times, especially when accelerating from low-stress conditions, precipitates.
Landscapes
- 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)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
- Fig. 1
- ein Diagramm des Verlaufs der Vollasteinspritzmenge über der Zeit gemäß aus dem Stand der Technik bekannten Dieselmotoren; und
- Fig. 2
- ein Diagramm des Verlaufs der Vollasteinspritzmenge über der Zeit nach dem erfindungsgemäßen Verfahren.
Claims (2)
- Verfahren zur Regelung der Vollasteinspritzmenge einer Dieselbrennkraftmaschine mit einer festgelegten Vollasteinspritzmenge im stationären Zustand, mit folgenden Phasen:1.1 eine erste, instationäre Phase, in der die Vollasteinspritzmenge über die Vollasteinspritzmenge im stationären Zustand auf eine Übermenge erhöht wird.1.2 eine zweite, zeitlich begrenzte Phase, in welcher die Vollasteinspritzmenge auf dem Niveau der Übermenge gehalten und am Ende dieser Phase auf die Vollasteinspritzmenge im stationären Zustand reduziert wird.1.3 eine dritte Phase, in der in bekannter Weise der Dieselbrennkrafcmaschine die Vollasteinspritzmenge im stationären Zustand zugeführt wird.
- Verfahren nach Anspruch 1,
dadurch gekennzeichnet, daß die Phasen von einem Regelgerät mit Hilfe von internen Rechengrößen der Dieselbrennkraftmaschine geregelt werden.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19645389A DE19645389C1 (de) | 1996-11-04 | 1996-11-04 | Verfahren zur Regelung der Vollasteinspritzmenge einer Dieselbrennkraftmaschine |
DE19645389 | 1996-11-04 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0839998A2 EP0839998A2 (de) | 1998-05-06 |
EP0839998A3 EP0839998A3 (de) | 1999-12-15 |
EP0839998B1 true EP0839998B1 (de) | 2002-11-27 |
Family
ID=7810594
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97118792A Expired - Lifetime EP0839998B1 (de) | 1996-11-04 | 1997-10-29 | Verfahren zur Regelung der Vollast-einspritzmenge einer Dieselbrennkraft-maschine |
Country Status (4)
Country | Link |
---|---|
US (1) | US5894829A (de) |
EP (1) | EP0839998B1 (de) |
BR (1) | BR9705411A (de) |
DE (2) | DE19645389C1 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3428407B2 (ja) * | 1997-12-09 | 2003-07-22 | トヨタ自動車株式会社 | ディーゼルエンジンの噴射量制御装置 |
DE19848166A1 (de) * | 1998-10-20 | 2000-04-27 | Bayerische Motoren Werke Ag | Verfahren zur Steuerung einer Brennkraftmaschine |
DE69920673D1 (de) * | 1999-07-01 | 2004-11-04 | Ford Motor Co | Vorrichtung zur Steuerung des maximalen Drehmoments einer Brennkraftmaschine |
DE19934833A1 (de) * | 1999-07-24 | 2001-01-25 | Bosch Gmbh Robert | Verfahren zur Steuerung eines Common-Rail-Einspritzsystems |
JP4089456B2 (ja) * | 2003-02-12 | 2008-05-28 | 株式会社デンソー | エンジン制御装置 |
JP2008215241A (ja) * | 2007-03-06 | 2008-09-18 | Toyota Motor Corp | 内燃機関の制御装置 |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2650247A1 (de) * | 1976-11-02 | 1978-05-11 | Bosch Gmbh Robert | Verfahren und einrichtung zur begrenzung der hoechstzulaessigen kraftstoffoerdermenge der kraftstoffeinspritzpumpe eines dieselmotors |
JPS55167535U (de) * | 1979-05-21 | 1980-12-02 | ||
US4655186A (en) * | 1984-08-24 | 1987-04-07 | Toyota Jidosha Kabushiki Kaisha | Method for controlling fuel injection amount of internal combustion engine and apparatus thereof |
JPH0637861B2 (ja) * | 1985-01-08 | 1994-05-18 | 株式会社日立製作所 | 空燃比制御方法 |
JPS62162746A (ja) * | 1986-01-10 | 1987-07-18 | Nissan Motor Co Ltd | 空燃比制御装置 |
US5121604A (en) * | 1988-05-07 | 1992-06-16 | Robert Bosch Gmbh | Control of supercharged internal combustion engines |
JPH0765523B2 (ja) * | 1989-07-20 | 1995-07-19 | 日産自動車株式会社 | ディーゼルエンジンの燃料噴射制御装置 |
DE19537786A1 (de) * | 1995-10-11 | 1997-04-17 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
DE19540061C1 (de) * | 1995-10-27 | 1996-10-02 | Daimler Benz Ag | Verfahren und Vorrichtung zur Steuerung eines Kraftfahrzeug-Dieselmotors |
-
1996
- 1996-11-04 DE DE19645389A patent/DE19645389C1/de not_active Expired - Fee Related
-
1997
- 1997-10-29 EP EP97118792A patent/EP0839998B1/de not_active Expired - Lifetime
- 1997-10-29 DE DE59708814T patent/DE59708814D1/de not_active Expired - Lifetime
- 1997-11-04 BR BR9705411-9A patent/BR9705411A/pt not_active IP Right Cessation
- 1997-11-04 US US08/964,213 patent/US5894829A/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
DE59708814D1 (de) | 2003-01-09 |
BR9705411A (pt) | 1999-09-28 |
EP0839998A2 (de) | 1998-05-06 |
US5894829A (en) | 1999-04-20 |
DE19645389C1 (de) | 1998-03-26 |
EP0839998A3 (de) | 1999-12-15 |
MX9708477A (es) | 1998-08-30 |
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