EP1273783A2 - Procédé de fonctionnement d'un moteur à combustion interne - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne Download PDF

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Publication number
EP1273783A2
EP1273783A2 EP02012970A EP02012970A EP1273783A2 EP 1273783 A2 EP1273783 A2 EP 1273783A2 EP 02012970 A EP02012970 A EP 02012970A EP 02012970 A EP02012970 A EP 02012970A EP 1273783 A2 EP1273783 A2 EP 1273783A2
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
injection quantity
fuel
pressure
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
EP02012970A
Other languages
German (de)
English (en)
Other versions
EP1273783B1 (fr
EP1273783A3 (fr
Inventor
Gerhard Geyer
Andreas Holl
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 EP1273783A2 publication Critical patent/EP1273783A2/fr
Publication of EP1273783A3 publication Critical patent/EP1273783A3/fr
Application granted granted Critical
Publication of EP1273783B1 publication Critical patent/EP1273783B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • 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
    • F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors

Definitions

  • the invention relates to a method for operating a Internal combustion engine in which a high-pressure pump fuel pumped into a pressure accumulator, in which a flow rate fed by means of a metering unit of the high-pressure pump is, and in which an injection amount from the pressure accumulator is removed and injected. Furthermore, the Invention suitable for carrying out this method Internal combustion engine.
  • a fuel supply system in which fuel by means of a high-pressure pump is conveyed into a pressure accumulator, which serves for the common supply of several injectors, is also referred to as a common rail system.
  • injection quantity A reduction of the fuel pressure in the accumulator of a Common rail system results from the removal of a used for injection amount of fuel from the Accumulator, hereinafter referred to as injection quantity is designated, and by leakage and control amounts of Injectors.
  • the one Suction side of the high-pressure pump is supplied. It corresponds the injection quantity plus the leakage and control amount the injectors.
  • a metering unit limits that of the high-pressure pump supplied flow on the current Compliance / achievement of a given target pressure in Pressure accumulator required value.
  • the suction-side flow control avoids unnecessary Compression of excess fuel by the High pressure pump and a subsequent decompression by the pressure regulating valve and thus contributes to the power consumption of the injection system and the Reduce fuel temperature in the system.
  • suction-side flow control is that the system in terms of pressure control in Accumulator not optimal for rapid changes in the Injection quantity can react.
  • the usually Banbig running high-pressure pump can in follow a rapid change in injection quantity a delay on the metering unit one of the new Injection amount adapted flow rate to be supplied.
  • injection quantity increases suddenly, for example is the accumulator by the immediate injection of the new, larger injection quantity taken more fuel, be redelivered by the following delivery stroke can only deliver the old flow rate; Consequently can the fuel pressure in the accumulator fall.
  • More critical is a sudden reduction of Injection quantity.
  • the accumulator is less fuel taken for injection, as by the following Piston stroke is supplied. This leads to one Pressure increase in the accumulator, the durability of the Accumulator and connected to it High pressure components at risk.
  • a Method for operating an internal combustion engine provide in which the fuel pressure in a Pressure accumulator of the internal combustion engine is stabilized to the pressure load of the components of the Reduce fuel supply system.
  • the invention is based on an adaptation of the Flow rate only then on the fuel pressure in Accumulator affects when a first pump piston the High pressure pump in its suction stroke with the new flow rate has been charged, and this pump piston his Delivery stroke has begun in the pressure accumulator.
  • the time between the change in injection quantity and the first promotion of a new flow in the Accumulator is called dead time and hangs in the essential of the inertia of the metering unit, of which Condition of the high pressure pump at the time of change Injection quantity and the geometry of the high pressure pump from.
  • the dead time is also dependent on the speed of the High pressure pump related to the speed of the Internal combustion engine.
  • a high pressure pump fuel in a Accumulator pumping in which a flow rate by means of a Metering unit of the high-pressure pump is supplied, and at taken an injection quantity from the accumulator and is injected, is characterized in that, as soon as a change in injection quantity from an old value a new value is provided, the delivery rate immediately in Dependent on the new value of the injection quantity changed will, and that the old injection quantity will continue for a selectable waiting time is injected.
  • the high pressure pump is usually mechanical, usually from the internal combustion engine driven, whereby depending on the type of Internal combustion engine a gearbox for adjusting the speed is interposed.
  • the dead time of the high pressure pump can be driven by the Internal combustion engine over the transmission ratio between High pressure pump and motor and the number of pump pistons based on a crankshaft angle of the internal combustion engine become. With the number of cylinders, the dead time on the Number of injections are related, what for Specification of the waiting time is particularly appropriate because the Dependence on the speed of the internal combustion engine eliminated.
  • the proportion of a pump stroke at the supply of Injectors is about the number of cylinders and the Transmission ratio given. This is known which Share of needed for the next injection Fuel quantity in the relevant pump cylinder located. Depending on these two parameters can the waiting time or the number corresponding to the waiting time the injections are defined.
  • the high-pressure pump by the Internal combustion engine to drive separate drive means, where both the speed of the high pressure pump and the Speed of the internal combustion engine for determining the Waiting time to be considered.
  • the accumulator By injecting the old injection amount during the Waiting time is the accumulator exactly the amount of fuel taken from him by those pistons of the High-pressure pump is supplied, which their suction stroke before the Have changed the injection quantity and thus another old one corresponding to the old injection quantity Promote flow in the accumulator.
  • a pressure increase in the pressure accumulator is at avoided decreasing injection quantity thereby arises that during the dead time of the pump nor one of the old amount of fuel corresponding amount of fuel in the Accumulator is promoted, but this only the decreased, new injection quantity is taken.
  • the Pressure load of the high pressure pump, the accumulator and other components of the fuel injection system is thus reduced and thus increases their life.
  • the method according to the invention is suitable to avoid a pressure reduction in the accumulator, if one larger injection quantity to be injected. Of the Pressure reduction occurs because the accumulator more Fuel is taken by injection, as him during the dead time of the high pressure pump through this can be supplied.
  • the retention of the invention before the change of Injection amount of injected fuel amount for a selectable waiting time allows the fuel pressure in the Accumulator to keep constant until one of the new Injection amount corresponding amount of fuel from the High pressure pump can be supplied in the accumulator.
  • Another advantage of the method according to the invention is that the response time to changes in the Injection amount and a consequent adjustment of the Flow rate is very short in contrast to conventional, e.g. based on the filtering of mass signals Method.
  • the inventive method in the form of a Computer program for a control unit Internal combustion engine, in particular of a motor vehicle, is provided.
  • the computer program is particular executable on a microprocessor and to execute the inventive method suitable.
  • the invention realized by the computer program, so this computer program in the same way the Invention represents as the method to its execution the computer program is suitable.
  • the computer program can be stored on an electrical storage medium be, for example on a flash memory or a Read-only memory.
  • FIG. 1 shows a schematic block diagram of a Embodiment of a part of an inventive Internal combustion engine for a motor vehicle
  • Figure 2 shows a flow chart of a preferred Embodiment of the method according to the invention.
  • a fuel supply system 10 is one Internal combustion engine shown.
  • the Fuel supply system 10 is also commonly referred to as Common rail system designates and is to direct Injecting fuel into the combustion chambers of the Internal combustion engine suitable under high pressure.
  • the fuel is from a fuel tank 11 via a first filter 12 sucked by a prefeed pump 13.
  • a prefeed pump 13 is usually a Gear pump.
  • the prefeed pump 13 can also for example, designed as an electric fuel pump be.
  • the sucked by the feed pump 13 fuel is via a second filter 14 to a metering unit 15 promoted.
  • the metering unit 15 may, for. B. as be formed solenoid-controlled proportional valve.
  • the metering unit 15 is a high-pressure pump 16 downstream.
  • High-pressure pump 16 is used, directly or via a Transmission to be driven by the internal combustion engine.
  • the high pressure pump 16 is connected to a pressure accumulator 17th which is often referred to as a rail.
  • This Accumulator 17 is connected via fuel lines Injectors 18 in contact. About these injectors 18 is the Fuel in the combustion chambers of the internal combustion engine injected.
  • a pressure sensor 19 is coupled to the pressure accumulator 17.
  • a control device 20 is provided, which of a plurality is acted upon by input signals.
  • Input signals are, for example, the Accelerator position M, the speed of the internal combustion engine or the pressure within the accumulator 17, the of the Pressure sensor 19 is measured.
  • Control unit 20 a plurality of output signals.
  • it can be, for example, a signal to control the prefeed pump 13 in the case of an electrical Pre-feed pump or a signal to control the Act measuring unit 15.
  • the fuel that is in the fuel tank 11, is sucked by the feed pump 13 and the Metering unit 15 promoted.
  • the pressure in this area of the Fuel supply system 10 is in systems with a prefeed pump 13 designed as a gear pump usually in a range of about 5 bar to 7 bar. This area is therefore also called low pressure area designated.
  • From the metering unit 15 is as a flow rate designated amount of fuel to the high pressure pump 16th passed, which - assuming a stationary Operating state of the internal combustion engine - over the Injectors 18 in the combustion chambers of the internal combustion engine to be injected.
  • Fuel is pumped into the accumulator 17 to from there via the injectors 18 in the respective combustion chambers of Internal combustion engine to be injected.
  • Injection quantity Injection quantity
  • the fuel pressure in the pressure accumulator 17 can be in two ways to be influenced. On the one hand causes a Fuel extraction by injection into the combustion chambers of Internal combustion engine, a pressure reduction in the accumulator 17th A pressure increase in the accumulator 17 results in Dependence of the flow rate, which - as already mentioned - pumped by the high-pressure pump 16 in the pressure accumulator 17 becomes.
  • the high-pressure pump 16 is designed as a radial piston pump and has, for example, three pump pistons. As already mentions, during a suction stroke of a pump piston the determined by the metering unit 15 flow in the Promoted pump piston and the subsequent Delivery stroke of this pump piston under high pressure in the Pressure accumulator 17 pressed.
  • the conveying or suction strokes of the pump pistons take place offset in time, so that, for example, a first piston begins with its suction stroke, while a second piston carries out its delivery stroke.
  • the second piston in its delivery stroke must however, only with the delivery stroke still in progress complete the old delivery to be at his next Suction stroke also charged with a new flow rate to be able to.
  • the High pressure pump 16 - as already shown - a correspondingly adjusted flow rate but only after one certain dead time in the accumulator 17 can supply is in process step b) of Figure 2 for a selectable Waiting time continues to injected the old injection quantity.
  • the waiting time is approximately equal to the dead time of High pressure pump 16 to choose.
  • the dead time of High pressure pump 16 are calculated. It is still advantageous, the waiting time in dependence of the speed or the load of the internal combustion engine to choose special operating modes such. B. start or idle the Internal combustion engine not disturbing to influence.
  • the waiting time as a multiple of Time between two injections indicated to the To eliminate the speed dependence of the waiting time.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP02012970A 2001-07-03 2002-06-12 Procédé de fonctionnement d'un moteur à combustion interne Expired - Lifetime EP1273783B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10131783A DE10131783B4 (de) 2001-07-03 2001-07-03 Verfahren zum Betrieb einer Brennkraftmaschine
DE10131783 2001-07-03

Publications (3)

Publication Number Publication Date
EP1273783A2 true EP1273783A2 (fr) 2003-01-08
EP1273783A3 EP1273783A3 (fr) 2005-09-21
EP1273783B1 EP1273783B1 (fr) 2008-03-19

Family

ID=7690170

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02012970A Expired - Lifetime EP1273783B1 (fr) 2001-07-03 2002-06-12 Procédé de fonctionnement d'un moteur à combustion interne

Country Status (4)

Country Link
US (1) US6714853B2 (fr)
EP (1) EP1273783B1 (fr)
JP (1) JP4173695B2 (fr)
DE (2) DE10131783B4 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2187029A1 (fr) * 2008-11-14 2010-05-19 Hitachi Automotive Systems Ltd. Appareil de contrôle pour moteur à combustion interne

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040205618A1 (en) * 2001-11-19 2004-10-14 Jean Sini Runtime translator for mobile application content
WO2005068810A1 (fr) 2004-01-14 2005-07-28 Robert Bosch Gmbh Procede et appareil de commande permettant de faire fonctionner un moteur a combustion interne pourvu d'un systeme d'injection
US20090211559A1 (en) * 2008-02-22 2009-08-27 Andy Blaine Appleton Engine fuel supply circuit
US20090283068A1 (en) * 2008-05-15 2009-11-19 William L Willison Fuel filter assembly with pressure sending unit
US8443780B2 (en) 2010-06-01 2013-05-21 Caterpillar Inc. Low leakage cam assisted common rail fuel system, fuel injector, and operating method therefor
DE102010043755B4 (de) 2010-11-11 2021-11-18 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät sowie Brennkraftmaschine
CN102120552B (zh) * 2010-12-01 2013-04-10 东莞宏威数码机械有限公司 往复升降装置
CN102120553B (zh) * 2010-12-01 2013-04-10 东莞宏威数码机械有限公司 可微调式升降装置
EP3063725A4 (fr) * 2013-10-31 2017-03-22 Hewlett-Packard Enterprise Development LP Agrégation, présentation et exécution d'une multiplicité de catalogues
US10012354B2 (en) 2015-06-26 2018-07-03 Cree, Inc. Adjustable retrofit LED troffer
DE102016204408A1 (de) * 2016-03-17 2017-09-21 Robert Bosch Gmbh Verfahren zum Ermitteln eines Sollwertes für eine Stellgröße zur Ansteuerung einer Niederdruckpumpe
DE102017221577A1 (de) * 2017-11-30 2019-06-06 Robert Bosch Gmbh Verfahren zur Regelung eines Drucks eines Dosiersystems

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19618932A1 (de) * 1996-05-10 1997-11-20 Siemens Ag Vorrichtung und Verfahren zur Regelung des Kraftstoffes in einem Hochdruckspeicher
US6035829A (en) * 1998-01-13 2000-03-14 Siemens Aktiengesellschaft Method of specifying an injection-pressure setpoint value in an accumulator injection system
EP1002948A2 (fr) * 1998-11-19 2000-05-24 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Système d'injection de combustible du type à accumulation

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6027312A (en) * 1997-10-29 2000-02-22 Stanadyne Automotive Corp. Hydraulic pressure supply pump with simultaneous directly actuated plungers
DE10036773B4 (de) * 2000-07-28 2004-01-29 Robert Bosch Gmbh Verfahren zum Betreiben eines Kraftstoffzumesssystems einer direkt einspritzenden Brennkraftmaschine
DE10136179A1 (de) * 2001-07-25 2003-02-13 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19618932A1 (de) * 1996-05-10 1997-11-20 Siemens Ag Vorrichtung und Verfahren zur Regelung des Kraftstoffes in einem Hochdruckspeicher
US6035829A (en) * 1998-01-13 2000-03-14 Siemens Aktiengesellschaft Method of specifying an injection-pressure setpoint value in an accumulator injection system
EP1002948A2 (fr) * 1998-11-19 2000-05-24 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Système d'injection de combustible du type à accumulation

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2187029A1 (fr) * 2008-11-14 2010-05-19 Hitachi Automotive Systems Ltd. Appareil de contrôle pour moteur à combustion interne
US8240290B2 (en) 2008-11-14 2012-08-14 Hitachi Automotive Systems, Ltd. Control apparatus for internal combustion engine

Also Published As

Publication number Publication date
JP2003097327A (ja) 2003-04-03
JP4173695B2 (ja) 2008-10-29
DE50211904D1 (de) 2008-04-30
DE10131783B4 (de) 2006-03-16
DE10131783A1 (de) 2003-01-23
EP1273783B1 (fr) 2008-03-19
EP1273783A3 (fr) 2005-09-21
US20030023366A1 (en) 2003-01-30
US6714853B2 (en) 2004-03-30

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