EP1298303B1 - Procédé et dispositif de commande et/ou de réglage du fonctionnement d'un moteur à combustion interne, ainsi que moteur à combustion interne - Google Patents

Procédé et dispositif de commande et/ou de réglage du fonctionnement d'un moteur à combustion interne, ainsi que moteur à combustion interne Download PDF

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Publication number
EP1298303B1
EP1298303B1 EP20020018418 EP02018418A EP1298303B1 EP 1298303 B1 EP1298303 B1 EP 1298303B1 EP 20020018418 EP20020018418 EP 20020018418 EP 02018418 A EP02018418 A EP 02018418A EP 1298303 B1 EP1298303 B1 EP 1298303B1
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EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
pressure
combustion chamber
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
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EP20020018418
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German (de)
English (en)
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EP1298303A2 (fr
EP1298303A3 (fr
Inventor
Andreas Roth
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
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP1298303A3 publication Critical patent/EP1298303A3/fr
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Publication of EP1298303B1 publication Critical patent/EP1298303B1/fr
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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
    • F02D41/02—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
    • 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

Definitions

  • the invention initially relates to a method for operating an internal combustion engine, in which fuel is conveyed by means of at least one fuel pump into a fuel manifold, from which it passes via at least one fuel injection device directly into at least one combustion chamber of the internal combustion engine.
  • Such a method is known from EP 1 132 613 A2. It is called gasoline direct injection. With him, the fuel from a fuel tank from a first fuel pump (prefeed pump) to a second fuel pump (high-pressure pump) promoted. This promotes the fuel in a fuel rail ("Rail”), in which the fuel is stored under high pressure. To the fuel manifold, a plurality of fuel injection valves are connected, which inject the fuel directly into the corresponding combustion chambers of the internal combustion engine.
  • shift operation By the direct injection of the fuel into the combustion chambers of the fuel in the combustion chamber can be stratified (“shift operation”): This means that only in the area of the spark plug an ignitable fuel-air mixture is present, whereas in the remaining combustion chamber only a very lean fuel-air mixture or at all no fuel is available. This can reduce fuel consumption. But it is also possible to inject the fuel into the combustion chambers so that a homogeneous air-fuel mixture is present in the combustion chamber. Such an operating mode is called “homogeneous operation”. It is chosen especially at high load and high speeds.
  • a problem with internal combustion engines with gasoline direct injection is the start of the internal combustion engine: Since the high-pressure pump is usually mechanically driven by the internal combustion engine and thus stands with the internal combustion engine itself, the pressure in the fuel rail of the internal combustion engine at the start usually only from the electrically driven feed pump generated. This pressure is generally only 3-6 bar. At such a low pressure, however, the atomization of the fuel by the fuel injection device is relatively poor. To compensate for this, a certain amount of fuel is additionally injected at the start of the internal combustion engine in order to obtain an ignitable mixture in the combustion chamber of the internal combustion engine. However, this additional fuel mass leads to an additional fuel consumption and deteriorates the emission characteristics of the internal combustion engine.
  • DE 195 47 644 A1 discloses a method for controlling the fuel metering in an internal combustion engine, in which the amount of fuel to be injected depends on a fuel pressure.
  • the present invention has the object, a method of the type mentioned in such a way that at the start of the engine less fuel is consumed and the emission characteristics of the engine are better.
  • the method according to the invention leads to a particularly high fuel economy when the internal combustion engine is to be started in stratified operation.
  • the injection takes place at least during the compression stroke.
  • the fuel mass to be injected at the start is made at least indirectly dependent on the current pressure in the fuel rail.
  • the pressure in the fuel collecting line is higher than the fuel pressure that can be generated by the prefeed pump.
  • Such a situation may be present, for example, when the internal combustion engine is restarted after a brief switch-off, when the time between switching off the engine and restarting is so short that the pressure in the fuel rail has not yet completely fallen. It is also possible, however, that builds up during the starting process, a pressure in the fuel rail, which is higher than the producible by the feed pump pressure.
  • the fuel is atomized better by the fuel injector than in those situations where only the pressure that can be generated by the prefeed pump is present in the fuel rail. This means that the fuel is more ready to ignite and thus the fuel mass can be reduced. This is taken into account by the method according to the invention.
  • the fuel mass injected during the injection of the fuel injection device into the combustion chamber at the start of the internal combustion engine is formed by determining a standard fuel mass which at startup is at a certain pressure in the fuel rail is to be injected into the combustion chamber, and this standard fuel mass is multiplied by a weighting factor which, when the pressure in the fuel rail is equal to the predetermined pressure, has the value 1 and a deviation of the pressure from the determined pressure Value does not equal 1.
  • the standard fuel mass is by no means a constant, but a fuel mass, which may depend on other parameters, such as the temperature of the internal combustion engine, for example.
  • this pressure is preferably the pressure that can be generated by the prefeed pump - then the weighting factor increases with increasing pressure in the fuel rail a value less than 1.
  • the fuel mass to be injected into the combustion chamber when the fuel injection device is started is formed by determining a standard fuel mass which at startup is determined at a specific pressure difference between combustion chamber and fuel Intake manifold is injected into the combustion chamber, and this standard fuel mass is multiplied by a weighting factor, which, when the pressure difference between the combustion chamber and fuel rail is equal to the determined pressure difference, the value 1, and at a deviation of the pressure difference of the particular pressure difference assumes a value not equal to 1.
  • the weighting factor is determined by means of a characteristic curve which is addressed by the pressure in the fuel rail or the pressure difference between combustion chamber and fuel rail. Such a characteristic is easy to program and enables the determination of the weighting factor with high accuracy.
  • the opening duration of the fuel injection device in an injection at the start of the internal combustion engine depends on the fuel mass to be injected during an injection into the combustion chamber and on the pressure difference between the combustion chamber and the fuel manifold.
  • the fuel mass to be injected at the start of the internal combustion engine with particularly high Accuracy be injected according to the present at the start time operating conditions of the internal combustion engine.
  • a pressure of at least 20 bar, in particular at least about 50 bar prevails, fuel is injected from the fuel injection device into the combustion chamber of the internal combustion engine.
  • the pressure build-up in the fuel rail is accelerated during the starting process of the internal combustion engine, since initially only fuel is conveyed into the fuel rail, but no fuel is discharged from the fuel rail.
  • the fuel consumption of the internal combustion engine is further reduced and the emission behavior during the start of the internal combustion engine is further improved.
  • an “emergency circuit” can be ensured that, if the desired pressure can not be achieved even after a certain time, an injection at low pressure and correspondingly increased amount of fuel.
  • At least one fuel pump is at least indirectly electrically driven at least for starting the internal combustion engine. If the pressure in the fuel rail is generated exclusively by an electrically driven fuel pump or by a plurality of electrically driven fuel pumps, can already during the starting process of the internal combustion engine to generate a sufficiently high pressure for the atomization pressure in a simple manner.
  • At least one fuel pump is mechanically driven by the internal combustion engine and when starting the internal combustion engine, an electric starter is actuated.
  • the electric starter thus acts indirectly as the electric drive of the fuel pump.
  • the starter when starting the engine first, the starter must be pressed for a certain time to build up the pressure in the fuel rail. Only when the pressure has reached a certain level, an injection of the fuel through the fuel injectors and its ignition takes place in the combustion chamber.
  • This method can also be implemented in some known internal combustion engines without additional components. The advantages of the invention can thus be achieved without additional costs.
  • the invention also relates to a computer program, a storage medium, and a control or regulating device for operating an internal combustion engine.
  • an internal combustion engine carries the overall reference numeral 10. It comprises a fuel tank 12, from which an electrically driven prefeed pump 14 conveys the fuel into a low-pressure fuel line 16.
  • the low-pressure fuel line 16 leads to a high-pressure fuel pump 18 which is mechanically driven by a camshaft (not shown) of the internal combustion engine. This delivers the fuel into a fuel manifold 20, in which the fuel is stored under high pressure during normal operation.
  • a plurality of fuel injectors 22 are connected to the fuel manifold 20 . These are injectors, which are attached directly to the engine block of the internal combustion engine 10. They inject the fuel directly into combustion chambers 24.
  • the internal combustion engine 10 is started by the actuation of an electric starter 26, which is mechanically connected to a crankshaft 28 of the internal combustion engine 10.
  • the amount of fuel delivered from the high-pressure fuel pump 18 into the fuel rail 20 is adjusted by a quantity control valve 30. This may temporarily connect a working space (not shown) of the high pressure fuel pump 18 with the low pressure fuel line 16 during a delivery stroke.
  • the pressure in the fuel rail 20 is detected by a pressure sensor 32. In normal operation, the pressure in the fuel rail 20 via the pressure sensor 32 and the quantity control valve 30 in the sense of a closed controlled system is kept at a certain value. For this the quantity control valve 30 and the pressure sensor 32 are connected to a control and regulating device 34.
  • the speed of the crankshaft 28 is tapped by a speed sensor 36, which also provides corresponding signals to the control and regulation unit 34.
  • a temperature sensor 38 which picks up the temperature of the internal combustion engine 10, is connected to the control and regulating device 34.
  • the control and regulating unit 34 also receives signals from a starter switch 40. Upon actuation of the starter switch 40, the electric starter 26 is controlled accordingly by the control and regulating unit 34 in order to start the internal combustion engine 10.
  • the fuel injectors 22 are controlled by the control and regulating device 34. (In FIG. 1, for reasons of clarity, only the connection of a fuel injection 22 with the control and regulating device 34 is shown).
  • a start block 42 is in a block 44 queried whether the starter switch 40 has been pressed. If the answer in block 44 is yes, in block 46, the starter 26 is controlled by the control unit 34 so that it rotates the crankshaft 28. Due to the rotation of the crankshaft 28 and the camshaft of the internal combustion engine 10 is rotated, to which in turn the high-pressure fuel pump 18 is connected. By actuating the electric starter 46, the high-pressure fuel pump 18 is thus indirectly also in rotation added.
  • the electric fuel pump 14 is turned on. Due to the operation of the electric fuel pump 14 and the high pressure fuel pump 18, a certain fuel pressure builds up in the fuel rail 20. This is further accelerated by the fact that initially no fuel is injected into the combustion chambers 24 of the fuel injectors 22. In a block 48, it is checked whether the pressure in the fuel rail 20 has reached or exceeded a pressure of 50 bar. The corresponding signals are received by the control and regulating device 34 from the pressure sensor 32.
  • the fuel injectors 22 are energized to inject fuel into the combustion chambers 24.
  • the ignition (not shown in Figure 1) is now turned on.
  • the actual start of the internal combustion engine 10 thus takes place at a fuel pressure in the fuel collecting line 20 of at least 50 bar. During the starting process, the pressure in the fuel collecting line 20 continues to increase due to the now faster rotating crankshaft 28.
  • block 52 it is checked whether the starting process of the internal combustion engine 10 can be completed.
  • the corresponding signals are provided by the speed sensor 36 to the control and regulation unit 34.
  • a criterion for the end of the starting process for example, be that the speed of the internal combustion engine 10 reaches or exceeds a certain value. After starting the engine we are turned off in block 54 of the starter. The method ends in end block 56.
  • the injection time of the fuel injection devices 22 must be established.
  • the injection time is understood to be the period during which the fuel injectors 22 are opened during the injection stroke of the respective combustion chamber 24.
  • a standard fuel mass mns for the starting process is calculated.
  • This fuel mass mns is, for example, dependent on the temperature tmot of the internal combustion engine 10, which is provided by the temperature sensor 38. In the case of a cold internal combustion engine 10, more fuel has to be injected in total than in the case of a warm internal combustion engine.
  • the "standard fuel mass” is that fuel mass that would have to be injected at a certain minimum fuel pressure (3 to 6 bar).
  • the fuel pressure in the fuel rail 20 is not constant during the starting process of the internal combustion engine 10. However, since at high pressure in the fuel rail 20, the fuel from the fuel injections 22 in the corresponding combustion chamber 24 is better atomized, so that less fuel can be injected for a successful ignition of the fuel is in the block 60 by means of a characteristic curve a weighting factor wf from the detected pressure from the pressure sensor 32 pr in the fuel rail 20 is formed.
  • the characteristic curve is designed such that when the pressure pr in the fuel rail 20 approximately corresponds to the pressure that can be generated by the electric fuel pump 14 (approximately 3-6 bar), the weighting factor wf has the value 1. At a pressure pr in the fuel rail 20 which is higher than this minimum pressure, the weighting factor wf becomes smaller than 1. The weighting factor wf is multiplied in 62 by the standard fuel mass mns calculated in the block 58.
  • a block 64 the position of the ZOT of the piston (not shown) of the corresponding combustion chamber 24 is determined from the signal of the rotational speed sensor 36.
  • ZOT means an angular position before top dead center ignition.
  • the piston position of a combustion chamber 24 can be detected by the rotational speed sensor 36, since it is designed such that it can also detect the angular position of the crankshaft 28. From the position of the piston of a combustion chamber 24, the current pressure pb prevailing in the combustion chamber 24 can then likewise be determined in the block 64.
  • This pressure difference dprpb like the fuel mass ms determined in FIG. 62 and possibly reduced by the weighting factor wf, is supplied to a block 68 in which, for example by a characteristic map, the injection time ti of the fuel injection device 22 of the corresponding combustion chamber 24 is determined.
  • injection time ti be determined according to the method shown in Figure 4.
  • those blocks which have equivalent functions to the blocks of Figure 3 bear the same reference numerals. They are not explained again in detail.
  • the method illustrated in FIG. 4 is preferably used when the internal combustion engine 10 is to be started in "shift operation". In this case, better results are achieved if the pressure factor in the fuel rail 20, but the pressure difference dprpb, which is determined in 66, is used as the input value for determining the weighting factor wf in block 60.

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  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (11)

  1. Procédé de gestion d'un moteur à combustion interne (10), selon lequel du carburant refoulé au moyen d'au moins une pompe à carburant (14, 18) dans une rampe de carburant (20) arrive par au moins un dispositif d'injection de carburant (22), directement dans au moins une chambre de combustion (24) du moteur à combustion interne,
    caractérisé en ce que
    la masse de carburant (ms) à injecter au démarrage du moteur à combustion interne (10) lors d'une injection (50) par le dispositif d'injection de carburant (22) dans la chambre de combustion (24) dépend d'une différence de pression (dprpb) entre la pression (pb) dans la chambre de combustion (24) et la pression (pr) dans la rampe de carburant (20).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la masse de carburant (ms) à injecter au démarrage du moteur à combustion interne (10) lors d'une injection (50) par le dispositif d'injection de carburant (22) dans la chambre de combustion (24) est formée en déterminant une masse de carburant normalisée (mns) qui, au démarrage, doit être injectée dans la chambre de combustion (24) sous une pression déterminée dans la rampe de carburant (20), et en multipliant (62) cette masse de carburant normalisée (mns) par un facteur de pondération (wf) qui a la valeur 1 si la pression (pr) dans la rampe de carburant (20) est égale à la pression déterminée, et qui prend une autre valeur que 1 si la valeur (pr) dans la rampe de carburant (20) diffère de la pression déterminée.
  3. Procédé selon l'une quelconque des revendications 1 ou 2,
    caractérisé en ce que
    la masse de carburant (ms) à injecter au démarrage du moteur à combustion interne (10) lors d'une injection (50) par le dispositif d'injection de carburant (22) dans la chambre de combustion (24) est formée en déterminant une masse de carburant normalisée (mns) qui, au démarrage, doit être injectée dans la chambre de combustion (24) avec une différence de pression déterminée entre la chambre de combustion (24) et la rampe de carburant (20), et en multipliant cette masse de carburant normalisée (mns) par un facteur de pondération (wf) qui a la valeur 1 si la différence de pression (dpbpr) entre la chambre de combustion (24) et la rampe de carburant (20) est égale à la différence de pression déterminée, et qui prend une autre valeur que 1 si la différence de pression (dpbpr) diffère de la différence de pression déterminée.
  4. Procédé selon l'une quelconque des revendications 2 ou 3,
    caractérisé en ce que
    le facteur de pondération (wf) est déterminé au moyen d'une ligne caractéristique (60) qui est adressée avec la pression (pr) dans la rampe de carburant (20) ou avec la différence de pression (dpbpr) entre la chambre de combustion (24) et la rampe de carburant (20).
  5. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la durée d'ouverture (ti) du dispositif d'injection de carburant (22) lors d'une injection (50) au démarrage du moteur à combustion interne (10) dépend de la masse de carburant (ms) à injecter lors d'une injection (50) dans la chambre de combustion (24) et de la différence de pression (dpbpr) entre la chambre de combustion (24) et la rampe de carburant (20).
  6. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le dispositif d'injection de carburant (22) n'injecte du carburant dans la chambre de combustion (24) du moteur à combustion interne (10) que si une pression (pr) d'au moins 20 bars, en particulier d'au moins 50 bars environ, règne dans la rampe de carburant (20).
  7. Procédé selon la revendication 6,
    caractérisé en ce qu'
    au moins une pompe à carburant (14, 18) est entraînée électriquement au moins de façon indirecte, au moins pour démarrer le moteur à combustion interne (10).
  8. Procédé selon la revendication 7,
    caractérisé en ce qu'
    au moins une pompe à carburant (18) est entraînée mécaniquement par le moteur à combustion interne (10), et au démarrage du moteur à combustion interne (10) un démarreur électrique (26) est actionné (46).
  9. Programme informatique,
    caractérisé en ce qu'
    il est programmé pour appliquer un procédé selon l'une quelconque des revendications précédentes.
  10. Support d'enregistrement pour un appareil de commande et/ou de régulation pour faire fonctionner un moteur à combustion interne,
    caractérisé en ce qu'
    il contient un programme informatique destiné à appliquer un procédé des revendications 1 à 8.
  11. Appareil de commande et/ou de régulation (34) pour faire fonctionner un moteur à combustion interne (10),
    caractérisé en ce qu'
    il est programmé pour appliquer un procédé selon l'une quelconque des revendications 1 à 8.
EP20020018418 2001-09-27 2002-08-16 Procédé et dispositif de commande et/ou de réglage du fonctionnement d'un moteur à combustion interne, ainsi que moteur à combustion interne Expired - Lifetime EP1298303B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10147815 2001-09-27
DE2001147815 DE10147815A1 (de) 2001-09-27 2001-09-27 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1298303A2 EP1298303A2 (fr) 2003-04-02
EP1298303A3 EP1298303A3 (fr) 2004-12-01
EP1298303B1 true EP1298303B1 (fr) 2007-04-11

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Country Status (3)

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EP (1) EP1298303B1 (fr)
JP (1) JP2003155946A (fr)
DE (2) DE10147815A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4453641B2 (ja) * 2005-01-31 2010-04-21 トヨタ自動車株式会社 内燃機関の制御装置
JP2016008553A (ja) 2014-06-25 2016-01-18 スズキ株式会社 燃料噴射制御装置

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19547644B4 (de) * 1995-12-20 2004-03-11 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung der Kraftstoffzumessung in eine Brennkraftmaschine
JP3695046B2 (ja) * 1997-02-07 2005-09-14 いすゞ自動車株式会社 エンジンの燃料噴射方法及びその装置
DE19726757B4 (de) * 1997-06-24 2005-04-14 Robert Bosch Gmbh Verfahren zur Steuerung und/oder Regelung einer mit mehreren Brennräumen versehenen Brennkraftmaschine
DE19823280C1 (de) * 1998-05-25 1999-11-11 Siemens Ag Verfahren zum Betreiben einer direkteinspritzenden Brennkraftmaschine während des Starts
DE19913407A1 (de) * 1999-03-25 2000-09-28 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
DE19937148B4 (de) * 1999-08-06 2012-12-27 Robert Bosch Gmbh Verfahren zur Bestimmung der Kraftstoff-Einspritzmengen
EP1132613B1 (fr) * 2000-03-09 2004-05-19 Siemens Aktiengesellschaft Méthode de démarrage d'un moteur à combustion interne
DE10012024A1 (de) * 2000-03-11 2001-09-27 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
DE10053091A1 (de) * 2000-10-26 2002-05-08 Bosch Gmbh Robert Verfahren zum Starten einer Brennkraftmaschine

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JP2003155946A (ja) 2003-05-30
EP1298303A2 (fr) 2003-04-02
DE10147815A1 (de) 2003-04-24
EP1298303A3 (fr) 2004-12-01
DE50209905D1 (de) 2007-05-24

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