EP1273783B1 - Verfahren zum Betrieb einer Brennkraftmaschine - Google Patents

Verfahren zum Betrieb einer Brennkraftmaschine Download PDF

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Publication number
EP1273783B1
EP1273783B1 EP02012970A EP02012970A EP1273783B1 EP 1273783 B1 EP1273783 B1 EP 1273783B1 EP 02012970 A EP02012970 A EP 02012970A EP 02012970 A EP02012970 A EP 02012970A EP 1273783 B1 EP1273783 B1 EP 1273783B1
Authority
EP
European Patent Office
Prior art keywords
pressure
internal combustion
combustion engine
fuel
injection quantity
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
Application number
EP02012970A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1273783A2 (de
EP1273783A3 (de
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/de
Publication of EP1273783A3 publication Critical patent/EP1273783A3/de
Application granted granted Critical
Publication of EP1273783B1 publication Critical patent/EP1273783B1/de
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 an internal combustion engine in which a high-pressure pump pumps fuel into a pressure accumulator, in which a delivery rate is fed by means of a metering unit of the high-pressure pump, and wherein an injection quantity is taken from the accumulator and injected. Furthermore, the invention relates to a computer program suitable for carrying out this method and to a control device suitable for carrying out the method.
  • a method is known from DE 196 18 932 A1 known. Further prior art is known from US 6,035,829 known.
  • a fuel supply system in which fuel is conveyed by means of a high-pressure pump into a pressure accumulator, which serves to jointly supply a plurality of injectors, is also referred to as a common-rail system.
  • a reduction in the fuel pressure in the pressure accumulator of a common rail system results from the removal of a quantity of fuel used for the injection from the pressure accumulator, which is referred to below as the injection quantity, and by leakage and control amounts of the injectors.
  • Delivery amount designated amount of fuel which is supplied to a suction side of the high-pressure pump. It corresponds to the injection quantity plus the leakage and control quantity of the injectors.
  • a metering unit limits the delivery amount supplied to the high-pressure pump to the value currently required to maintain / achieve a predetermined target pressure in the pressure accumulator.
  • the suction-side flow control avoids unnecessary compression of excess fuel by the high pressure pump and subsequent decompression by the pressure control valve and thus contributes to reduce the power consumption of the injection system and the fuel temperature in the system.
  • suction-side volume control is that the system can not respond optimally to rapid changes in the injection quantity in terms of pressure control in the accumulator.
  • the usually Banbig running high-pressure pump can in Following a rapid change in the injection quantity after a delay via the metering unit, a delivery amount adapted to the new injection quantity can be supplied.
  • the pressure accumulator is removed by the immediate injection of the new, larger injection quantity more fuel than can be supplied by the following delivery stroke, which provides only the old flow rate; As a result, the fuel pressure in the pressure accumulator may drop.
  • the invention is based on the fact that an adjustment of the delivery only then affects the fuel pressure in the pressure accumulator, when a first pump piston of the high-pressure pump has been charged in its intake stroke with the new flow rate, and this pump piston has begun its delivery stroke in the pressure accumulator.
  • the time between the change of the injection quantity and the first time delivery of a new delivery into the pressure accumulator is referred to as dead time and depends essentially on the inertia of the metering unit, the state of the high pressure pump at the time of change of the injection quantity and the geometry of the high pressure pump.
  • the dead time is also dependent on the speed of the high pressure pump based on the speed of the internal combustion engine.
  • a high-pressure pump pumps fuel into a pressure accumulator, wherein a flow rate is supplied by means of a metering unit of the high-pressure pump, and wherein an injection quantity is taken from the accumulator and injected, is characterized in that , as soon as a change in the injection amount is provided from an old value to a new value, the delivery amount is changed immediately in response to the new value of the injection amount, and that the old injection amount is further injected for a selectable waiting time.
  • the new injection quantity is injected after the selectable waiting time described above.
  • the high-pressure pump is usually driven mechanically, usually by the internal combustion engine, wherein depending on the type of internal combustion engine, a transmission is interposed to adjust the speed.
  • the dead time of the high-pressure pump can be related to a crankshaft angle of the internal combustion engine when driven by the internal combustion engine via the transmission ratio between the high-pressure pump and the engine and the number of pump pistons. With the number of cylinders, the dead time can be related to the number of injections, which is particularly useful for indicating the waiting time, since the dependence on the speed of the internal combustion engine is eliminated.
  • the proportion of a pump stroke at the supply of the injectors is given by the number of cylinders and the transmission ratio. This is known, what proportion of the required for the next injection Fuel quantity is in the relevant pump cylinder.
  • the waiting time or the number of injections corresponding to the waiting time can be defined.
  • the waiting time is possible to choose the waiting time as a function of the operating state and / or the load of the internal combustion engine.
  • a pressure increase in the pressure accumulator is avoided with decreasing injection amount, which is created by the fact that during the dead time of the pump still one of the old injection amount corresponding amount of fuel is fed into the pressure accumulator, this, however, only the reduced, new injection quantity is removed.
  • 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 inventive method is suitable to avoid a reduction in pressure in the pressure accumulator, if a larger injection quantity to be injected.
  • the pressure reduction occurs because the accumulator more fuel is removed by injection, as it can be supplied during the dead time of the high-pressure pump through this.
  • the maintenance according to the invention of the fuel quantity injected before the change in the injection quantity for a selectable waiting time makes it possible to keep the fuel pressure in the pressure accumulator constant until a fuel quantity corresponding to the new injection quantity can be supplied from the high-pressure pump into the pressure accumulator.
  • a further advantage of the method according to the invention is that the response time to changes in the injection quantity and consequent adjustment of the delivery rate is very short in contrast to conventional, e.g. on the filtering of mass signal based methods.
  • the already mentioned possibility to choose the waiting time as a function of the speed of the internal combustion engine can be used to the effect of selecting a Waiting time> 0 to allow above a predetermined minimum speed of the internal combustion engine.
  • the computer program is executable in particular on a microprocessor and suitable for carrying out the method according to the invention.
  • the invention is realized by the computer program, so that this computer program in the same way represents the invention as the method to whose execution the computer program is suitable.
  • the computer program can be stored on an electrical storage medium, for example on a flash memory or a read-only memory.
  • FIG. 1 a fuel supply system 10 of an internal combustion engine is shown.
  • the fuel supply system 10 is also commonly referred to as a common rail system and is suitable for the direct injection of fuel into the combustion chambers of the internal combustion engine under high pressure.
  • the fuel is sucked in from a fuel tank 11 via a first filter 12 from a prefeed pump 13.
  • the prefeed pump 13 is usually a gear pump.
  • the prefeed pump 13 may also be formed, for example, as an electric fuel pump.
  • the fuel sucked in by the prefeed pump 13 is conveyed via a second filter 14 to a metering unit 15.
  • the metering unit 15 may, for. B. be designed as a solenoid-controlled proportional valve.
  • the metering unit 15 is followed by a high-pressure pump 16.
  • a high-pressure pump 16 Usually mechanical pumps are used as a high-pressure pump 16, which are driven directly or via a transmission of the internal combustion engine.
  • the high pressure pump 16 is connected to a pressure accumulator 17, which is often referred to as a rail.
  • This accumulator 17 is connected via fuel lines with injectors 18 in contact. About these injectors 18, the fuel is injected into the combustion chambers of the internal combustion engine.
  • a pressure sensor 19 is coupled to the pressure accumulator 17.
  • a controller 20 is provided, which is acted upon by a plurality of input signals. These input signals are, for example, the gas pedal position M, the speed of the internal combustion engine or the pressure within the pressure accumulator 17, which is measured by the pressure sensor 19.
  • the controller 20 In response to the input signals, the controller 20 generates a plurality of output signals. This may be, for example, a signal for controlling the prefeed pump 13 in the case of an electric prefeed pump or a signal for controlling the metering unit 15.
  • the fuel which is located in the fuel tank 11, is sucked by the prefeed pump 13 and conveyed to the metering unit 15.
  • the pressure in this area of the fuel supply system 10 is usually in a range of about 5 bar to 7 bar in systems with a prefeed pump 13 designed as a gear pump. This area is therefore also referred to as low pressure area.
  • a quantity of fuel designated quantity of fuel is passed to the high pressure pump 16, which - is to be injected via the injectors 18 in the combustion chambers of the internal combustion engine - assuming a steady state operating condition of the internal combustion engine.
  • the fuel to be injected is then fed into the pressure accumulator 17 to from there via the injectors 18 into the respective combustion chambers of the Internal combustion engine to be injected.
  • the amount of fuel actually injected into the combustion chambers is called the injection quantity.
  • the fuel pressure in the pressure accumulator 17 can be influenced in two ways. On the one hand causes a fuel extraction by injection into the combustion chambers of the internal combustion engine, a pressure drop in the accumulator 17. A pressure increase in the pressure accumulator 17 results in dependence on the flow rate - as already mentioned - is pumped by the high-pressure pump 16 in the pressure accumulator 17.
  • the high-pressure pump 16 is designed as a radial piston pump and has, for example, three pump pistons. As already mentioned, during a suction stroke of a pump piston, the delivery quantity determined by the metering unit 15 is conveyed into the pump piston and pressed into the pressure reservoir 17 under high pressure in the subsequent delivery stroke of this pump piston.
  • the delivery and suction strokes of the pump piston are offset in time, so that, for example, a first piston starts its suction stroke, while a second piston performs its delivery stroke.
  • step a) of the in FIG. 2 illustrated inventive method the first piston for its suction stroke by means of the metering unit 15 immediately supplied a new flow rate to counteract the pressure change.
  • the second, located in his delivery stroke piston, must first with the still in progress delivery stroke Complete the old flow rate to be able to be charged at its next suction stroke also with a new flow rate.
  • the high-pressure pump 16 - as already shown - can deliver a correspondingly adapted delivery quantity into the pressure accumulator 17 only after a certain dead time, in method step b) FIG. 2 for a selectable waiting time, the old injection quantity continues to be injected.
  • the waiting time is about the same as the dead time of the high-pressure pump 16 to choose.
  • the dead time of the high-pressure pump 16 can be calculated. It is also advantageous to choose the waiting time as a function of the speed or the load of the internal combustion engine to special modes such. B. start or idle the engine not disturbing to influence.
  • the waiting time is given as a multiple of the time between two injections to eliminate the speed dependence of the waiting time.
  • step c) the new injection quantity into the combustion chambers of the internal combustion engine, injected.

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 Verfahren zum Betrieb einer Brennkraftmaschine Expired - Lifetime EP1273783B1 (de)

Applications Claiming Priority (2)

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

Publications (3)

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

Family

ID=7690170

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02012970A Expired - Lifetime EP1273783B1 (de) 2001-07-03 2002-06-12 Verfahren zum Betrieb einer Brennkraftmaschine

Country Status (4)

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

Families Citing this family (13)

* 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
JP2006523286A (ja) 2004-01-14 2006-10-12 ローベルト　ボツシユ　ゲゼルシヤフト　ミツト　ベシユレンクテル　ハフツング 噴射システムを備えた内燃機関の運転方法および制御装置
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
JP4909973B2 (ja) * 2008-11-14 2012-04-04 日立オートモティブシステムズ株式会社 内燃機関の制御装置
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 (en) * 2013-10-31 2017-03-22 Hewlett-Packard Enterprise Development LP Aggregating, presenting, and fulfilling a number of catalogs
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

Family Cites Families (6)

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Publication number Priority date Publication date Assignee Title
DE19618932C2 (de) * 1996-05-10 2001-02-01 Siemens Ag Vorrichtung und Verfahren zur Regelung des Kraftstoffdruckes in einem Hochdruckspeicher
US6027312A (en) * 1997-10-29 2000-02-22 Stanadyne Automotive Corp. Hydraulic pressure supply pump with simultaneous directly actuated plungers
DE59810332D1 (de) * 1998-01-13 2004-01-15 Siemens Ag Verfahren zur Vorgabe des Einspritzdruck-Sollwertes bei Speichereinspritzsystemen
DE69905685T2 (de) * 1998-11-19 2003-10-02 Mitsubishi Motors Corp Kraftstoffeinspritzvorrichtung der Akkumulatorgattung
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

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE10131783B4 (de) 2006-03-16
EP1273783A2 (de) 2003-01-08
JP2003097327A (ja) 2003-04-03
DE50211904D1 (de) 2008-04-30
JP4173695B2 (ja) 2008-10-29
EP1273783A3 (de) 2005-09-21
US20030023366A1 (en) 2003-01-30
US6714853B2 (en) 2004-03-30
DE10131783A1 (de) 2003-01-23

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