EP1090221A1 - Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile - Google Patents

Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile

Info

Publication number
EP1090221A1
EP1090221A1 EP99939317A EP99939317A EP1090221A1 EP 1090221 A1 EP1090221 A1 EP 1090221A1 EP 99939317 A EP99939317 A EP 99939317A EP 99939317 A EP99939317 A EP 99939317A EP 1090221 A1 EP1090221 A1 EP 1090221A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
injected
internal combustion
combustion engine
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
Application number
EP99939317A
Other languages
German (de)
English (en)
Other versions
EP1090221B1 (fr
Inventor
Hansjörg BOCHUM
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1090221A1 publication Critical patent/EP1090221A1/fr
Application granted granted Critical
Publication of EP1090221B1 publication Critical patent/EP1090221B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • F02D41/3818—Common rail control systems for petrol engines
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

  • the invention relates to a method for operating an internal combustion engine, in particular a motor vehicle, in which the fuel to be injected for combustion is injected directly into a combustion chamber during an intake phase and during a compression phase. Furthermore, the invention relates to an internal combustion engine, in particular for a motor vehicle, with an injection valve, with which the fuel to be injected for combustion can be injected directly into a combustion chamber during an intake phase and during a compression phase, and with a control unit for controlling and / or regulating the fuel in fuel mass injected into the combustion chamber.
  • Combustion chamber of an internal combustion engine are generally known. A distinction is made between so-called shift operation and so-called homogeneous operation in these systems. Stratified operation is used in particular for smaller loads, while homogeneous operation is used for larger ones. loads applied to the internal combustion engine are used. In stratified operation, the fuel is injected into the combustion chamber during the compression phase of the internal combustion engine in such a way that a cloud of fuel is in the immediate vicinity of a spark plug at the time of ignition. This injection can be different
  • the injected cloud of fuel is already during or immediately after the injection at the spark plug and is ignited by it. It is also possible that the injected cloud of fuel is guided to the spark plug by a charge movement and only then ignited. In both combustion processes there is no uniform fuel distribution, but a stratified charge.
  • the advantage of stratified operation is that the applied smaller loads can be carried out by the internal combustion engine with a very small amount of fuel. However, larger loads cannot be met by shift operation.
  • homogeneous operation corresponds approximately to the operating mode of internal combustion engines, in which fuel is injected into the intake pipe in a conventional manner. If necessary, homogeneous operation can also be used for smaller loads.
  • the object of the invention is to provide a method for operating an internal combustion engine and an internal combustion engine, with which the described blowing back is avoided in general, and with which the internal combustion engine can be started as fuel-efficiently as possible.
  • This object is achieved according to the invention in a method of the type mentioned at the outset by determining the pressure at which the fuel is injected into the combustion chamber and by injecting the fuel during the induction phase when the pressure is less than a predeterminable minimum pressure.
  • Intake phase is injected when the pressure is less than a predetermined minimum pressure.
  • the fuel is injected during the compression phase when the pressure is greater than the predeterminable minimum pressure. If the pressure in the pressure accumulator has reached the high value, in particular when the internal combustion engine is started, the internal combustion engine is operated in shift operation. This has the advantage of saving fuel and reducing pollutants.
  • the fuel is injected again during the induction phase when the pressure is less than a predeterminable hysteresis pressure, the hysteresis pressure being less than the minimum pressure. In this way, a hysteresis is built up, which reliably avoids a constant successive switching back and forth between shift and homogeneous operation in the range of the minimum pressure.
  • the pressure with which the fuel is injected into the combustion chamber is controlled and / or regulated to a maximum pressure.
  • control element which is provided for a control device of an internal combustion engine, in particular a motor vehicle.
  • a program is stored on the control element, which is executable on a computing device, in particular on a microprocessor, and is suitable for executing the method according to the invention.
  • the invention is thus implemented by a program stored on the control element, so that this control element provided with the program represents the invention in the same way as the method, for the execution of which the program is suitable.
  • an electrical storage medium for example a read-only memory, can be used as the control element.
  • FIG. 1 shows a schematic block diagram of an exemplary embodiment of an internal combustion engine according to the invention
  • FIG. 2 shows a schematic block diagram of a fuel supply system for the internal combustion engine of FIG. 1
  • FIG. 3 shows a schematic illustration of a flow chart corresponding to a
  • FIG. 1 shows an internal combustion engine 1 of a motor vehicle, in which a piston 2 in a
  • Cylinder 3 is reciprocable.
  • the cylinder 3 is provided with a combustion chamber 4 which is delimited inter alia by the piston 2, an inlet valve 5 and an outlet valve 6.
  • An intake pipe 7 is coupled to the inlet valve 5 and an exhaust pipe 8 is coupled to the exhaust valve 6.
  • a rotatable throttle valve 9 is accommodated, via which air can be supplied to the intake pipe 7.
  • the amount of air supplied depends on the angular position of the throttle valve 9.
  • the cylinder 3 is assigned an injection valve 10, with which fuel can be injected into the combustion chamber 4 of the internal combustion engine 1.
  • a spark plug 11 is also assigned to the cylinder 3, with which the injected fuel can be ignited.
  • the throttle valve 9 is opened wide. The fuel is injected from the injection valve 10 into the combustion chamber 4 during a compression phase caused by the piston 2, specifically locally into the immediate one
  • the throttle valve 9 is partially opened or closed depending on the desired air mass supplied.
  • the fuel is injected into the combustion chamber 4 by the injection valve 10 during an induction phase caused by the piston 2.
  • the injected fuel is swirled by the air drawn in at the same time and is thus distributed substantially uniformly in the combustion chamber 4.
  • the fuel / air mixture is compressed during the compression phase in order to then be ignited by the spark plug 11.
  • the piston 2 is driven by the expansion of the ignited fuel.
  • the fuel mass injected into the combustion chamber 4 by the injection valve 10 in stratified operation and in homogeneous operation is controlled and / or regulated by a control unit 12, in particular with regard to low fuel consumption and / or low pollutant development.
  • the control unit 12 is provided with a microprocessor, which has stored a program in a storage medium, in particular in a read-only memory, which is suitable for carrying out the control and / or regulation mentioned.
  • the control unit 12 is acted upon by input signals which represent operating variables of the internal combustion engine 1 measured by means of sensors.
  • the control unit 12 is connected to an air mass sensor, a lambda sensor and a speed sensor.
  • control device 12 is connected to an accelerator pedal sensor which generates a signal which indicates the position of an accelerator pedal which can be actuated by a driver.
  • the control unit 12 generates output signals with which the behavior of the internal combustion engine 1 can be influenced in accordance with the desired control and / or regulation via actuators.
  • the control unit 12 is connected to the injection valve 10, the spark plug 11 and the throttle valve 9 and generates the signals required to control them.
  • FIG. 2 shows a fuel supply system 13 which is intended for use in the internal combustion engine 1.
  • the fuel supply system 13 is a so-called common rail system, in particular one
  • the fuel supply system 13 has a pressure accumulator 14, which is provided with a pressure sensor 15 and a pressure control valve 16.
  • the pressure accumulator 14 is connected to a high pressure pump via a pressure line 17
  • the high pressure pump 18 is connected to the pressure control valve 16 via a pressure line 20. Via a pressure line 21 and a filter, the pressure control valve 16 and thus also the high pressure pump 18 is connected to a fuel pump 22 which is suitable for
  • the fuel supply system 13 has four injection valves 10, which are connected to the pressure accumulator 14 via pressure lines 25.
  • the injection valves 10 are suitable for injecting fuel into the combustion chambers 4 of the internal combustion engine 1. There the fuel is ignited by means of the spark plugs 11.
  • the pressure sensor 15 is connected to the control unit 12 by means of a signal line 26, to which a plurality of other signal lines as input lines are also connected.
  • the fuel pump 22 is connected by means of a signal line 27 and the pressure control valve 16 is connected to the control unit 12 via a signal line 28.
  • the high-pressure pump 18 can also be connected to the control unit 12.
  • the injection valves 10 are connected to the control unit 12 by means of signal lines 29.
  • Changeover valve 19 connected to control unit 12 via a signal line 30.
  • the pressure in the pressure accumulator 14 measured with the pressure sensor 15 and applied to the signal line 26 is denoted by pr in FIG.
  • This pressure pr is the pressure with which the fuel is injected into the combustion chamber 4 of the internal combustion engine 1.
  • the fuel is pumped from the fuel tank 23 to the high-pressure pump 18 by the fuel pump 2.
  • the pressure pr is generated in the pressure accumulator 14, which is measured by the pressure sensor 15 and by a corresponding actuation of the pressure control valve 16 and / or control of the Fuel pump 22 or high pressure pump 18 is set to a desired value.
  • the fuel is injected into the combustion chamber 4 of the internal combustion engine 1 via the injection valves 10.
  • the pressure pr in the pressure accumulator 14 is essential for the dimensioning of the fuel quantity or fuel mass injected into the combustion chamber 4.
  • the high pressure pr mentioned in the pressure accumulator 14 is an essential prerequisite.
  • a high pressure pr in the pressure accumulator 14 is also required if the internal combustion engine 1 is to be operated in stratified mode, that is to say if fuel is to be injected into the combustion chamber 4 in the compression phase. If there is not a sufficiently high pressure pr in the pressure accumulator 14, a so-called blow-back occurs, in which, due to the compression phase and the resulting pressure in the combustion chamber 4, the burned mixture of the previous combustion remaining from the last combustion and of the combustion air drawn in exits the combustion chamber 4 is pushed back into the pressure accumulator 14. Only when the pressure pr in the pressure accumulator 14 is greater than the pressure in the combustion chamber 4 that arises during the compression phase, does an injection of fuel from the engine actually take place
  • Such a high pressure pr is usually not present in the pressure accumulator 14, especially after the internal combustion engine 1 has come to a standstill. For this reason, when Starting the internal combustion engine 1 is at least not immediately switched to shift operation.
  • the control unit 12 uses the method described below with reference to FIG. 3 to operate the
  • Internal combustion engine 1 performed, which is intended to control and / or regulate the starting of the internal combustion engine. It is assumed that the internal combustion engine 1 is at a standstill and the pressure pr in the pressure accumulator 14 is low.
  • the pressure control valve 16 is closed by the control device 12 in a block 32 and the fuel pump 18 is switched on.
  • the changeover valve 19 is also controlled in such a way that the fuel delivered reaches the pressure accumulator 14 from the high pressure pump 18. Overall, this has the consequence that the pressure pr in the pressure accumulator 14 increases. As long as the ignition is switched on and the starter of the internal combustion engine 1 has not yet been actuated, this so-called advance 33 is maintained.
  • the flow 33 is aborted and the pressure pr in the pressure accumulator 14 is measured in a block 35.
  • the pressure pr is then compared with a minimum pressure pr in in a block 36.
  • the minimum pressure prmin is a pressure that is at least necessary for the
  • the minimum pressure prmin is therefore at least equal to or greater than the pressure at which blowing back from the combustion chamber 4 into the pressure accumulator would take place.
  • the minimum pressure prmin is approximately in a range of approximately 8 bar to about 15 bar.
  • the minimum pressure prmin can be predefined in advance. It is also possible to determine the minimum pressure prmin, if necessary, each time the internal combustion engine 1 is started by the control unit 12 as a function of operating variables of the internal combustion engine 1.
  • the fuel for starting the internal combustion engine 1 is injected into the combustion chamber 4 during the intake phase.
  • the internal combustion engine 1 is therefore operated according to two blocks 37 in homogeneous operation.
  • the injection timing and the injection quantity for the homogeneous operation are determined by the control device 12 and the injection valves 10 and the spark plugs 11 are controlled accordingly by the control device 12.
  • the speed of the internal combustion engine 1 is compared with a starting threshold. If the speed is greater than the starting threshold, the start of the
  • Internal combustion engine 1 ended with a block 39. If, on the other hand, the rotational speed is less than the starting end threshold, the pressure pr in the pressure accumulator 14 is measured again in a block 40, and the method is then continued with block 36.
  • the internal combustion engine 1 is started completely in homogeneous operation.
  • the homogeneous operation is maintained only during an initial period of time, in particular only during a few revolutions of the internal combustion engine 1, since the pressure pr in the pressure accumulator 14 has increased in such a way that the internal combustion engine 1 can be started in shift operation as described below. If the control unit 12 f determines in block 36 that the pressure pr in the pressure accumulator 14 is greater than the minimum pressure prmin, this means that the fuel can be injected into the combustion chamber 4 in the compression phase. The method is then continued in a loop 41.
  • the pressure is first compared pr prhys in the accumulator 14 with a so-called Hysteresedig in a block 42nd
  • the hysteresis pressure prhys is less than the minimum pressure prmin. It serves to incorporate a hysteresis in the loop 41. If the pressure pr drops below the minimum pressure prmin again during a multiple pass through the loop 41, the comparison in the block 42 with the hysteresis pressure prhys ensures that this is recognized by the control unit 12.
  • control device 12 recognizes within the loop 41 that the pressure pr in the pressure accumulator 14 is lower than the hysteresis pressure prhys, then the
  • Fuel is injected into the combustion chamber 4 in the intake phase. It will then be the internal combustion engine 1 corresponding to blocks 37 ff. operated in homogeneous mode.
  • the pressure pr in the pressure accumulator 14 is greater than the hysteresis pressure prhys, the pressure pr is compared in a block 43 with a maximum pressure prmax.
  • the maximum pressure prmax is the maximum pressure that should be present in the pressure accumulator 14.
  • the pressure control valve 16 is controlled by a block 44 such that the pressure pr in the pressure accumulator 14 continues to increase. In particular, the pressure control valve 16 is kept closed to the Pressure build up in the pressure accumulator 14.
  • a pressure control is then carried out by a block 45, which limits the pressure pr to the maximum pressure prmax.
  • this pressure control it is possible that excess pressure in the pressure accumulator 14 is reduced by opening the pressure control valve 16 and / or that the fuel pump 22 and / or the high-pressure pump 18 are reduced in their performance and / or that the changeover valve 19 is operated in this way is switched that the fuel delivered by the high pressure pump does not get into the pressure accumulator 14, but back into the fuel tank 23.
  • the fuel After passing through block 44 or block 45, the fuel is injected into the combustion chamber by control unit 12 during the compression phase.
  • the internal combustion engine 1 is therefore operated in two shifts in accordance with two blocks 46. For this, the
  • the injection timing and the injection quantity are determined by the control unit 12 and the injection valves 10 and the spark plugs 11 are controlled accordingly by the control unit 12.
  • a block 47 the speed of the internal combustion engine 1 is compared with the start-up threshold already mentioned. If the speed is greater than the starting threshold, the starting of the internal combustion engine 1 is ended with the block 39. However, if the speed is lower than that
  • the pressure pr in the pressure accumulator 14 is measured again in a block 48, and the method is then continued with the block 42 in the loop 41.
  • the starting threshold mentioned is a speed at which the engine 1 is switched to normal operation of the engine 1.
  • This speed can be predefined in advance.
  • the speed can be 500 revolutions per minute. It is also possible that this rotational speed is determined by the control unit 12 as a function of operating variables of the internal combustion engine 1 each time the internal combustion engine 1 is started.
  • Internal combustion engine 1 in homogeneous operation if the pressure pr in the pressure accumulator 14 is lower than the minimum pressure prmin is not limited to starting the internal combustion engine 1, but can be used in general in the operation of the internal combustion engine 1. In particular, all steps from block 36 in FIG. 3 can also may be carried out continuously during normal operation of the internal combustion engine 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne (1) notamment pour un véhicule automobile, comprenant une soupape d'injection (9) qui permet d'injecter directement le carburant à injecter pour la combustion, pendant une phase d'admission et pendant une phase de compression. Il est prévu un appareil de commande (12) pour commander et/ou réguler la masse de carburant injecté dans la chambre de combustion (4). Un détecteur de pression sert à mesurer la pression à laquelle le carburant est injecté dans la chambre de combustion (4). Le carburant est injecté par l'intermédiaire de l'appareil de commande (12) pendant la phase d'admission, lorsque la pression est inférieure à une pression minimale prédéterminée.
EP99939317A 1998-06-20 1999-06-12 Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile Expired - Lifetime EP1090221B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19827609 1998-06-20
DE19827609A DE19827609A1 (de) 1998-06-20 1998-06-20 Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
PCT/DE1999/001730 WO1999067526A1 (fr) 1998-06-20 1999-06-12 Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile

Publications (2)

Publication Number Publication Date
EP1090221A1 true EP1090221A1 (fr) 2001-04-11
EP1090221B1 EP1090221B1 (fr) 2003-09-03

Family

ID=7871562

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99939317A Expired - Lifetime EP1090221B1 (fr) 1998-06-20 1999-06-12 Procede de fonctionnement d'un moteur a combustion interne, notamment pour un vehicule automobile

Country Status (5)

Country Link
US (1) US6439190B1 (fr)
EP (1) EP1090221B1 (fr)
JP (1) JP4650975B2 (fr)
DE (2) DE19827609A1 (fr)
WO (1) WO1999067526A1 (fr)

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Also Published As

Publication number Publication date
EP1090221B1 (fr) 2003-09-03
JP2002519561A (ja) 2002-07-02
DE19827609A1 (de) 1999-12-23
DE59906879D1 (de) 2003-10-09
US6439190B1 (en) 2002-08-27
WO1999067526A1 (fr) 1999-12-29
JP4650975B2 (ja) 2011-03-16

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