EP1064456A1 - Verfahren zum betreiben einer brennkraftmaschine, insbesondere eines kraftfahrzeugs - Google Patents
Verfahren zum betreiben einer brennkraftmaschine, insbesondere eines kraftfahrzeugsInfo
- Publication number
- EP1064456A1 EP1064456A1 EP99960871A EP99960871A EP1064456A1 EP 1064456 A1 EP1064456 A1 EP 1064456A1 EP 99960871 A EP99960871 A EP 99960871A EP 99960871 A EP99960871 A EP 99960871A EP 1064456 A1 EP1064456 A1 EP 1064456A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- internal combustion
- combustion engine
- map
- fuel pump
- 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
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
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
- F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
-
- 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
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
-
- 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
- F02D41/3082—Control of electrical fuel pumps
-
- 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
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- 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
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
Definitions
- the invention relates to a method for operating an internal combustion engine, in particular a motor vehicle, in which fuel is conveyed from a fuel pump into a pressure accumulator, in which the delivery quantity of the fuel umpe can be changed, and in which the fuel quantity supplied to the pressure accumulator by
- the invention also relates to an internal combustion engine, in particular for a motor vehicle, with a fuel pump, with which fuel can be conveyed into a pressure accumulator, and with a control unit, which is connected to the fuel pump, the delivery quantity of the fuel pump being changeable, and with the supply to the pressure accumulator Fuel quantity can be adjusted by influencing the delivery quantity of the fuel pump to a required fuel quantity.
- Such a method and such an internal combustion engine are generally known.
- the fuel is fed into a first, usually electric motor-driven fuel pump and from a second, usually mechanical high-pressure pump Pressure accumulator of the internal combustion engine promoted.
- the delivered fuel can be changed, for example, by correspondingly influencing the first fuel pump driven by an electric motor.
- the injection valves are connected to the pressure accumulator and are used to inject the fuel into the individual cylinders of the internal combustion engine.
- the required amount of fuel supplied to the pressure accumulator largely corresponds to the amount of fuel injected into the cylinders of the internal combustion engine by the injection valves.
- the object of the invention is to provide a method for operating an internal combustion engine and an internal combustion engine, in which or in which the required amount of fuel is fed into the pressure accumulator in the simplest possible manner.
- this object is achieved in a method of the type mentioned at the outset in that the delivery quantity of the fuel pump is controlled as a function of a plurality of input variables via a map.
- the object of an internal combustion engine of the type mentioned at the outset is also achieved according to the invention in that the control unit can control the delivery rate of the fuel pump as a function of a plurality of input variables via a map.
- the amount of fuel supplied to the accumulator is thus controlled via the map.
- Such a code-dependent control represents a simple but nevertheless extremely effective way of influencing the delivery rate of the fuel pump and thus the adjustment to the required amount of fuel. So it is no significant effort is required to control the delivery rate of the fuel pump.
- the characteristic diagram is compared when the internal combustion engine starts, in particular at the start of a start.
- the characteristic map is compared with each starting process of the internal combustion engine. In this case, even the smallest changes in the fuel pump will occur during each of the starting processes
- the characteristic map is adjusted when the ignition contact of the internal combustion engine is switched on, and / or the characteristic map is adjusted when the speed of the internal combustion engine is less than a predetermined threshold value.
- an actual value of the pressure in the pressure accumulator is measured, a target value of the pressure in the pressure accumulator is determined as a function of the required amount of fuel, and the actual value and the target value are compared with one another compared and compared the map compared.
- the map is therefore adjusted depending on the pressure.
- the target value and the actual value of the pressure in the pressure accumulator are compared with one another. If there is a difference here, this means that the setpoint value generated by the map-dependent control does not result in an identical actual value.
- the map is then influenced and changed in such a way that or until the actual value corresponds to the predetermined target value.
- This comparison of the map can be carried out - if desired or if necessary - not only at the beginning but also during the actual starting process of the internal combustion engine.
- the pressure in the pressure accumulator can be changed by means of a valve assigned to the pressure accumulator, and the valve is opened during the adjustment of the characteristic diagram.
- FIG. 1 shows a schematic block diagram of a
- Embodiment of a fuel supply system of an internal combustion engine Embodiment of a fuel supply system of an internal combustion engine
- Figure 2 shows a schematic block diagram of a
- a fuel supply system 1 is shown, which is for use in a fuel supply system 1 , which is for use in a fuel supply system 1 .
- Internal combustion engine in particular of a motor vehicle is provided. It is preferably a direct-injection internal combustion engine, in which the fuel is injected directly into the cylinders of the internal combustion engine when idling and at lower loads in stratified charge mode and with high loads in homogeneous operation. In stratified charge mode, the fuel is injected into the immediate vicinity of the spark plug during the compression phase. In contrast, the fuel in homogeneous operation is already during the
- Intake phase injected so that it is swirled by the spark plug until ignition.
- Stratified charge operation in particular is suitable for reducing the fuel consumption and the pollutant emissions of the internal combustion engine.
- the fuel supply system 1 in FIG. 1 has a fuel tank 2, from which the fuel is drawn in by means of a first fuel pump 3.
- the first fuel pump 3 is an electric motor-driven fuel pump, the ⁇ speed and thus the flow rate can be influenced by a corresponding input signal.
- the first fuel pump 3 is followed by a filter 4, from which the fuel delivered reaches a second fuel pump 6 via a fuel line 5.
- the second fuel pump 6 is a mechanical high-pressure pump.
- Fuel into a pressure accumulator 9 injection valves 10 are connected, the number of which corresponds to the number of cylinders of the internal combustion engine. Also connected to the pressure accumulator 9 is a pressure sensor 11, the output signal p Rist of which corresponds to the actual value of the pressure in the pressure accumulator 9.
- a pressure control valve 12 is also connected to the pressure accumulator 9, from which the fuel is returned to the fuel tank 2 via a fuel line 13.
- the pressure control valve 12 can be opened and closed via an input signal.
- An electronic control unit 14 is provided, to which the output signal of the pressure sensor 11 is connected and which generates the input signals for the first fuel pump 3 and for the pressure control valve 12.
- the electronic control unit 14 generates the
- the electronic control unit 14 is provided to determine the amount of fuel to be injected into the individual cylinders.
- the electronic control unit also determines the required amount of fuel that has to be conveyed into the pressure accumulator in order to compensate for the amount of fuel injected via the injection valves 10.
- the required amount of fuel is then set by the electronic control unit 14 by influencing the first fuel pump 3 accordingly.
- the electronic control 14 thus influences the delivery rate of the first fuel pump 3 such that the required amount of fuel is supplied to the pressure accumulator 9 of the fuel supply system 1. This influencing of the delivery rate of the first fuel pump 3 by the electronic control unit 14 takes place as a function of a plurality of input variables.
- the input variables can be the amount of fuel to be injected, which is equivalent to the injection time t ir and / or the speed of the internal combustion engine n M and / or the temperature of the intake air T a , which is equivalent to the ambient temperature of the internal combustion engine , and / or the battery voltage U B.
- the actual value p Rist of the pressure in the pressure accumulator 9 can also be used as a further input variable.
- a map 15 is present in the electronic control 14, which is made up of the plurality of input variables
- Output signal generated which is supplied as an input signal to the first fuel pump 3.
- the characteristic signal-dependent input signal of the first fuel pump 3 is formed in such a way that the first fuel pump 3 delivers just as much fuel into the pressure accumulator 9 as is required for injecting the fuel via the injection valves 10. Possibly. a slight excess amount is provided, which can be returned to the fuel tank 2 via the fuel line 13.
- the delivery rate of the first fuel pump 3 is thus controlled with the aid of the map 15. There is thus a demand control of the required fuel amount that is dependent on the Kennfeid.
- the map 15 is subjected to a comparison.
- the map 15 is compared when the internal combustion engine starts. It is possible that the comparison is carried out with each starting process of the internal combustion engine. The adjustment is preferably carried out at the start of the starting process.
- the electronic control 14 determines a target value p Rsoll for the pressure in the pressure accumulator 9 as a function of a plurality of input variables.
- the input variables can be the same input variables that are supplied to the characteristic diagram 15. Possibly. the target value p Rsoll can also be derived from the characteristic diagram 15.
- the target value p Rsoll and the actual value P Rist are compared by means of a difference 16.
- the comparison result is fed to the characteristic diagram 15.
- the map 15 is influenced and changed in such a way that the comparison result becomes smaller and approaches zero.
- the described comparison of the characteristic diagram 15 is activated as a result.
- This is symbolically represented in FIG. 2 by a switch 17.
- the switch 17 remains closed and the adjustment is thus activated.
- the map 15 can be changed by the electronic control 14 in such a way that the target value p Rsoll and the actual value p Rist of the pressure in the pressure accumulator 9 become the same. If this is the case, it is no longer necessary to influence the map 15.
- the throttle 7 shown in FIG. 1 is intended to raise the pressure in the fuel line 5 generated by the first fuel pump 3 immediately after the internal combustion engine is started.
- the first fuel pump 3 is operated with its maximum available power and thus with the maximum quantity of fuel that can be delivered.
- the pressure control valve 12 is open during the adjustment of the characteristic diagram 15. Pressure build-up via the second fuel pump 6 is thus avoided.
- the pressure control valve 12 is closed. There is now a pressure build-up in the pressure accumulator 9 via the second fuel pump 6.
- the operation of the first fuel pump 3 takes place after the threshold value n s has been exceeded by means of the described requirement-dependent demand control.
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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19853823A DE19853823A1 (de) | 1998-11-21 | 1998-11-21 | Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE19853823 | 1998-11-21 | ||
PCT/DE1999/003564 WO2000031398A1 (de) | 1998-11-21 | 1999-11-09 | Verfahren zum betreiben einer brennkraftmaschine, insbesondere eines kraftfahrzeugs |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1064456A1 true EP1064456A1 (de) | 2001-01-03 |
EP1064456B1 EP1064456B1 (de) | 2005-03-02 |
Family
ID=7888608
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99960871A Expired - Lifetime EP1064456B1 (de) | 1998-11-21 | 1999-11-09 | Verfahren zum betreiben einer brennkraftmaschine, insbesondere eines kraftfahrzeugs |
Country Status (5)
Country | Link |
---|---|
US (1) | US6367454B1 (de) |
EP (1) | EP1064456B1 (de) |
JP (1) | JP2002530588A (de) |
DE (2) | DE19853823A1 (de) |
WO (1) | WO2000031398A1 (de) |
Families Citing this family (30)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10022953A1 (de) * | 2000-05-11 | 2001-11-15 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung |
DE10038555A1 (de) * | 2000-08-03 | 2002-02-21 | Bosch Gmbh Robert | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE10038565C2 (de) * | 2000-08-03 | 2002-08-14 | Bosch Gmbh Robert | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE10038560B4 (de) * | 2000-08-03 | 2006-06-29 | Robert Bosch Gmbh | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE10039773A1 (de) * | 2000-08-16 | 2002-02-28 | Bosch Gmbh Robert | Kraftstoffversorgungsanlage |
IT1320684B1 (it) * | 2000-10-03 | 2003-12-10 | Fiat Ricerche | Dispositivo di controllo della portata di una pompa ad alta pressionein un impianto di iniezione a collettore comune del combustibile di un |
JP3908480B2 (ja) * | 2001-05-16 | 2007-04-25 | ボッシュ株式会社 | 燃料噴射装置における動作制御方法及び燃料噴射装置 |
JP3988541B2 (ja) * | 2002-01-21 | 2007-10-10 | 株式会社デンソー | 蓄圧式燃料噴射装置 |
DE10247564A1 (de) * | 2002-10-11 | 2004-04-22 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Common-Rail-Kraftstoffeinspritzsystems für Brennkraftmaschinen |
JP2004218611A (ja) * | 2003-01-17 | 2004-08-05 | Denso Corp | 内燃機関用燃料噴射装置 |
JP4207580B2 (ja) * | 2003-01-20 | 2009-01-14 | 株式会社デンソー | 内燃機関用運転状態学習制御装置 |
DE10360024A1 (de) * | 2003-12-19 | 2005-07-21 | Siemens Ag | Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine |
US7207319B2 (en) * | 2004-03-11 | 2007-04-24 | Denso Corporation | Fuel injection system having electric low-pressure pump |
JP2005256739A (ja) * | 2004-03-11 | 2005-09-22 | Denso Corp | 燃料噴射装置 |
DE102004016943B4 (de) | 2004-04-06 | 2006-06-29 | Siemens Ag | Verfahren zum Steuern einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine |
EP1612407B1 (de) * | 2004-06-30 | 2006-08-23 | C.R.F. Società Consortile per Azioni | Kraftstoffdruckregelsystem für eine Brennkraftmaschine |
DE102004045738B4 (de) * | 2004-09-21 | 2013-05-29 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine |
JP4779483B2 (ja) * | 2005-07-21 | 2011-09-28 | 株式会社デンソー | 燃料噴射制御装置 |
JP4657140B2 (ja) * | 2006-04-24 | 2011-03-23 | 日立オートモティブシステムズ株式会社 | エンジンの燃料供給装置 |
DE102010002801A1 (de) | 2010-03-12 | 2011-09-15 | Robert Bosch Gmbh | Kraftstoffeinspritzsystem einer Brennkraftmaschine |
DE102010031622A1 (de) * | 2010-07-21 | 2012-01-26 | Robert Bosch Gmbh | Kraftstofffördereinrichung |
DE102010033317B4 (de) * | 2010-08-04 | 2013-10-10 | Continental Automotive Gmbh | Verfahren zum Bereiben eines Kraftstoffeinspritzsystems und Einspritzsystem |
DE102011005663A1 (de) * | 2011-03-16 | 2012-09-20 | Bayerische Motoren Werke Aktiengesellschaft | Betriebsverfahren für eine Elektro-Kraftstoffpumpe eines Kraftstoffversorgungs-Systems |
US9157399B2 (en) * | 2011-05-05 | 2015-10-13 | Hamilton Sundstrand Corporation | Fuel filter adapter |
US9435286B2 (en) * | 2014-02-03 | 2016-09-06 | Denso International America, Inc. | Method to reduce fuel system power consumption |
DE102014225920B4 (de) | 2014-12-15 | 2017-05-11 | Continental Automotive Gmbh | Verfahren zum Betrieb eines Dieselmotors |
DE102014226259B4 (de) | 2014-12-17 | 2016-12-22 | Continental Automotive Gmbh | Verfahren zum Betrieb eines Verbrennungsmotors |
DE102016200716A1 (de) | 2016-01-20 | 2017-07-20 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines Kraftstoffzumesssystems einer Brennkraftmaschine |
DE102016200715A1 (de) | 2016-01-20 | 2017-07-20 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines Kraftstoffzumesssystems einer Brennkraftmaschine |
DE102016207585A1 (de) | 2016-05-03 | 2017-11-09 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Kraftstoffpumpe einer Brennkraftmaschine |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4982331A (en) * | 1988-01-25 | 1991-01-01 | Mitsubishi Denki Kabushiki Kaisha | Fuel injector control apparatus |
JP2869464B2 (ja) * | 1989-05-30 | 1999-03-10 | 富士重工業株式会社 | 2サイクルエンジンの燃料噴射制御装置 |
JP2520145Y2 (ja) * | 1991-02-20 | 1996-12-11 | 自動車機器株式会社 | 燃料ポンプ制御回路 |
DE4140329C2 (de) * | 1991-12-06 | 2001-04-19 | Bayerische Motoren Werke Ag | Schaltungsanordnung für einen Elektroantriebsmotor zur Reduzierung des Geräuschpegels |
US5237975A (en) * | 1992-10-27 | 1993-08-24 | Ford Motor Company | Returnless fuel delivery system |
JP3060266B2 (ja) * | 1992-11-09 | 2000-07-10 | 株式会社ユニシアジェックス | エンジンの燃料供給装置 |
US5379741A (en) * | 1993-12-27 | 1995-01-10 | Ford Motor Company | Internal combustion engine fuel system with inverse model control of fuel supply pump |
DE4446277B4 (de) | 1994-12-23 | 2007-04-19 | Robert Bosch Gmbh | Kraftstoffversorgungssystem für eine Brennkraftmaschine |
JP3136938B2 (ja) | 1995-02-23 | 2001-02-19 | トヨタ自動車株式会社 | 燃料圧力制御装置 |
JP3412375B2 (ja) * | 1995-03-27 | 2003-06-03 | 日産自動車株式会社 | ディーゼル機関の始動制御装置 |
DE19539883B4 (de) * | 1995-05-26 | 2011-06-01 | Robert Bosch Gmbh | Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine |
US5715797A (en) * | 1995-06-28 | 1998-02-10 | Nippondenso Co., Ltd. | Fuel supply system for internal combustion engine and method of adjusting it |
-
1998
- 1998-11-21 DE DE19853823A patent/DE19853823A1/de not_active Ceased
-
1999
- 1999-11-09 US US09/600,468 patent/US6367454B1/en not_active Expired - Fee Related
- 1999-11-09 JP JP2000584186A patent/JP2002530588A/ja active Pending
- 1999-11-09 EP EP99960871A patent/EP1064456B1/de not_active Expired - Lifetime
- 1999-11-09 WO PCT/DE1999/003564 patent/WO2000031398A1/de active IP Right Grant
- 1999-11-09 DE DE59911700T patent/DE59911700D1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO0031398A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP2002530588A (ja) | 2002-09-17 |
US6367454B1 (en) | 2002-04-09 |
DE59911700D1 (de) | 2005-04-07 |
DE19853823A1 (de) | 2000-05-25 |
EP1064456B1 (de) | 2005-03-02 |
WO2000031398A1 (de) | 2000-06-02 |
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