EP1386075A1 - Verfahren zum betreiben einer direkteinspritzenden benzin-brennkraftmaschine - Google Patents
Verfahren zum betreiben einer direkteinspritzenden benzin-brennkraftmaschineInfo
- Publication number
- EP1386075A1 EP1386075A1 EP02717946A EP02717946A EP1386075A1 EP 1386075 A1 EP1386075 A1 EP 1386075A1 EP 02717946 A EP02717946 A EP 02717946A EP 02717946 A EP02717946 A EP 02717946A EP 1386075 A1 EP1386075 A1 EP 1386075A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- injection
- internal combustion
- combustion engine
- ignition
- spark
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 77
- 238000000034 method Methods 0.000 title claims abstract description 19
- 239000000446 fuel Substances 0.000 title claims abstract description 12
- 238000002347 injection Methods 0.000 claims description 51
- 239000007924 injection Substances 0.000 claims description 51
- 238000004590 computer program Methods 0.000 claims description 8
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 230000001276 controlling effect Effects 0.000 claims description 2
- 239000000203 mixture Substances 0.000 abstract description 11
- 230000006870 function Effects 0.000 description 7
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000006399 behavior Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000013256 coordination polymer Substances 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000008240 homogeneous mixture Substances 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 238000013517 stratification Methods 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
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
- F02D41/3011—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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P9/00—Electric spark ignition control, not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P3/00—Other installations
- F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
- F02P3/04—Layout of circuits
- F02P3/045—Layout of circuits for control of the dwell or anti dwell time
- F02P3/0453—Opening or closing the primary coil circuit with semiconductor devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P9/00—Electric spark ignition control, not otherwise provided for
- F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P9/00—Electric spark ignition control, not otherwise provided for
- F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
- F02P9/007—Control of spark intensity, intensifying, lengthening, suppression by supplementary electrical discharge in the pre-ionised electrode interspace of the sparking plug, e.g. plasma jet ignition
-
- 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
Definitions
- the present invention relates to a method for operating a direct-injection gasoline internal combustion engine, in particular a motor vehicle.
- gasoline is injected directly into a combustion chamber of the internal combustion engine and an ignition spark is ignited in the combustion chamber.
- the invention also relates to a memory element for a control unit of a direct-injection gasoline internal combustion engine, in particular a motor vehicle.
- a computer program is stored on the memory element and can be run on a computing device, in particular on a microprocessor.
- the memory element is designed, for example, as a read-only memory, a random access memory or as a flash memory.
- the present invention further relates to a computer program that can run on a computing device, in particular on a microprocessor.
- the invention relates to a control device for a direct-injection gasoline internal combustion engine, in particular of a motor vehicle.
- the control unit is used to control the injection of gasoline into a combustion chamber Internal combustion engine - and the ignition of a spark in the combustion chamber.
- gasoline is injected directly into the combustion chamber of a cylinder of the internal combustion engine.
- the gasoline-air mixture compressed in the combustion chamber is then ignited by igniting an ignition spark in the combustion chamber.
- the volume of the ignited gasoline-air mixture expands explosively and sets a piston that can be moved back and forth in the cylinder in motion.
- the reciprocation of the piston is transmitted to a crankshaft of the internal combustion engine.
- Direct-injection internal combustion engines can be operated in various operating modes.
- a so-called shift operation is known as a first operating mode, which is used in particular for smaller loads.
- a so-called homogeneous operation is known as a second operating mode, which is used for larger loads applied to the internal combustion engine.
- the different operating modes differ in particular in the injection timing and the injection duration and in the ignition timing.
- the gasoline is injected into the combustion chamber during the compression phase of the internal combustion engine in such a way that at the time of ignition there is a cloud of fuel in the immediate vicinity of a spark plug.
- This injection can take place in different ways. It is thus possible that the injected fuel oil is already at the spark plug during or immediately after the injection and is ignited by the latter. It is also 3
- P CQ ß ⁇ P- 0 P- P ⁇ Q Cb 1J G fi fi rt P- y P-> P- ⁇ 1 ⁇ W ⁇ er y
- Hi ß f p fi rr PJ 3 Cd ⁇ P ⁇ tr rt HP tr ⁇ N LQ ß b fi y ⁇ ⁇ fi
- ⁇ rr P 0 ß J P- 1 ⁇ P- "ß HXN ⁇ Cb rt Cb fi Cb fi ß fi tr tr - P fi tr P- LQ X rt 0 ⁇ P- rt ⁇ ⁇ P- p- ⁇ fi p - p-. Cb 0 ⁇
- CD fi N fi ⁇ N rt PP P P- P ß N ⁇ P- ⁇ ⁇ ß rr P- J fi ß P ⁇ ⁇ y ⁇ fi J y LQ P fuer ö fi H- ⁇ Cb 3 ⁇ x tr ⁇ LQ
- fi fi fi ß ß ⁇ rr y - fi Cb ⁇ PJ N Cd P ⁇ tr ⁇ fi tr ⁇ tr O P ⁇ Cd y P- y rt 0 ⁇ Cb ß fi CG ß ß ß P ⁇ fi
- H P rt ⁇ rt ⁇ P- ü rt tr Cb ⁇ J H P- ß tr Cb ⁇ CG ⁇ X P- N
- P- CG PJ Hi ⁇ LQ - P- Cb tr b rt CQ y ⁇ ⁇ ⁇ tr tr Cb y •; • ⁇ LQ u fi H P- H CQ tu N J ⁇ PJ ⁇ Cb P-> y 3 y: ⁇ tr for J CQ tr tr
- P p- CD P- 1 P- ⁇ 3 D 0 p- CD ⁇ CG ß ⁇ V ⁇ H ⁇ y P- ß ⁇ P ⁇ ⁇ ⁇ P. J y ß ⁇ ⁇ J r N ⁇ ⁇ y 0 ⁇ P - ⁇ y tr 3 J tr Cb P Hl ß ⁇ PJ N Cb P- ⁇ J CO ⁇
- 3rd PJ CG LQ Cb P- ⁇ LQ y y G P- tr Mi co G Cb P- et P y rt co Hi
- control unit causes the ignition spark to be ignited before the start of the injection and for a radio duration to extend beyond the end of the injection.
- Figure 1 shows a direct injection gasoline engine according to the invention according to a preferred embodiment
- FIG. 2 shows a flow chart of a method according to the invention in accordance with a preferred embodiment
- Figure 3 shows a timing of the invention The method from FIG. 2 as a function of an angle of rotation position ° KW of a crankshaft of the internal combustion engine;
- Figure 4 shows a nozzle of an injection valve
- FIG. 1 shows a direct-injection gasoline internal combustion engine 1 of a motor vehicle, in which a piston 2 can be moved back and forth in a cylinder 3.
- the cylinder 3 is 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.
- an injection valve 9 and a spark plug 10 protrude into the combustion chamber 4.
- Gasoline can be injected into the combustion chamber 4 via the injection valve 9.
- the gasoline-air mixture in the combustion chamber 4 can be ignited with the spark plug 10.
- a rotatable throttle valve 11 is accommodated, via which air can be fed to the intake pipe 7.
- the amount of air supplied is dependent on the angular position of the throttle valve 11.
- a catalytic converter 12 is accommodated in the exhaust pipe 8 and serves to clean the exhaust gases resulting from the combustion of the fuel-air mixture.
- the piston 2 is set in a reciprocating motion by the combustion of the fuel-air mixture 4 is transmitted to a crankshaft, not shown, and exerts a torque thereon.
- a control device 18 for controlling and / or regulating the direct-injection internal combustion engine 1 is acted upon by input signals 19, which represent operating variables of the internal combustion engine 1 measured by sensors.
- the control unit 18 is connected to an air mass sensor, a lambda sensor, a speed sensor and the like.
- the control unit 18 is connected to an accelerator pedal sensor, which generates a signal that indicates the position of an accelerator pedal that can be actuated by a driver and thus the requested torque.
- the control unit 18 generates output signals 20 with which the behavior of the internal combustion engine 1 can be influenced via actuators or actuators.
- the control unit 18 is connected to the injection valve 9 (control signal EW), the spark plug 10 (control signal ZV), the throttle valve 11 and the like and generates the signals required for their control.
- control unit 18 is provided to control and / or regulate the operating variables of the internal combustion engine 1.
- the fuel mass injected into the combustion chamber 4 by the injection valve 9 is controlled and / or regulated by the control unit 18, in particular with regard to a low fuel consumption, a low pollutant development and / or a low level of noise.
- the control unit 18 is provided with a microprocessor 21, which has stored a computer program in a flash memory 22, which is suitable for carrying out the control and / or regulation mentioned and for carrying out the inventive method explained in detail below.
- the internal combustion engine 1 from FIG. 1 can be used in a large number different operating modes. It is thus possible to operate the internal combustion engine 1 in a homogeneous operation, a stratified operation, a homogeneous lean operation or the like. to operate.
- the fuel is injected from the injection valve 9 directly into the combustion chamber 4 of the internal combustion engine 1 during the intake phase. As a result, the fuel is largely swirled up to the point of ignition, so that an essentially homogeneous fuel-air mixture is produced in the combustion chamber 4.
- the torque to be generated is essentially set by the control unit 18 via the position of the throttle valve 11.
- the homogeneous lean operation largely corresponds to the homogeneous operation, but the lambda is set to a value greater than 1.
- the fuel is injected from the injection valve 9 directly into the combustion chamber 4 of the internal combustion engine 1 during the compression phase.
- the throttle valve 11 can, apart from requirements such. B. an exhaust gas recirculation and / or a tank ventilation completely open and the engine 1 can be operated dethrottled.
- the torque to be generated is largely set via the fuel mass in shift operation.
- the internal combustion engine 1 can be operated, in particular, in idle mode and at partial load.
- ⁇ PJ 3 ß yy rt tr 3 3 Cb tr tf LQ P- ⁇ et 3 ⁇ - ' ⁇ rt ß
- FIG. 3 shows the time sequence of the method from FIG. 2.
- 40 denotes the injection profile, 42 the ignition profile and 43 an angle of rotation position KW of the crankshaft of the internal combustion engine 1.
- the duration of the ignition spark is designated 44 and the injection duration 45.
- t phy which is closely coupled to the end 41 of the injection 45, is decisive for a successful ignition of the gasoline-air mixture.
- the gasoline-air mixture can only burn out successfully if the geometric beam end 50 (cf. FIG. 4) is ignited.
- the beginning and end of the burning time 44 ie whether the ignition spark is significantly earlier, has a relatively minor influence on the combustion of the gasoline-air mixture. than the physical time range t phy is ignited or the spark gap burns until significantly later.
- the relatively long burning time 44 has an advantageous effect on the ignition voltage for the spark plug 10.
- a substantially lower voltage of, for example, 25 to 30 kV is sufficient to ignite the spark.
- the lower operating voltage of typically ⁇ 2 KV is for this but for a longer period on the spark plug 10.
- Ignition systems are particularly advantageous for the present invention, in which the burning time 44 of the ignition spark or the spark gap can be controlled.
- ignition systems are, for example, pulse train ignitions, pulse train ignitions with energy transfer in the charging phase, alternating current ignitions or HF ignitions.
- FIG. 1 A flow chart of a method according to the invention is shown in FIG.
- the method begins in a function block 30.
- a function block 31 an ignition spark is ignited by the spark plug 10 and kept burning.
- gasoline is injected into the combustion chamber 4 of the internal combustion engine 1.
- Function block 32 comprises the entire gasoline injection, from the beginning to the end.
- the burning time 44 of the spark gap is ended in a function block 33. It is preferable to wait until a geometric end 50 of the injection jet 51 (see FIG. 4) has passed the ignition point.
- the method according to the invention is then ended in a function block 34.
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10115597 | 2001-03-29 | ||
DE10115597A DE10115597A1 (de) | 2001-03-29 | 2001-03-29 | Verfahren zum Betreiben einer direkteinspritzenden Benzin-Brennkraftmaschine |
PCT/DE2002/000498 WO2002079642A1 (de) | 2001-03-29 | 2002-02-13 | Verfahren zum betreiben einer direkteinspritzenden benzin-brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1386075A1 true EP1386075A1 (de) | 2004-02-04 |
EP1386075B1 EP1386075B1 (de) | 2005-10-12 |
Family
ID=7679568
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02717946A Expired - Lifetime EP1386075B1 (de) | 2001-03-29 | 2002-02-13 | Verfahren zum betreiben einer direkteinspritzenden benzin-brennkraftmaschine |
Country Status (6)
Country | Link |
---|---|
US (1) | US6814049B2 (de) |
EP (1) | EP1386075B1 (de) |
JP (1) | JP4225788B2 (de) |
KR (1) | KR100846922B1 (de) |
DE (2) | DE10115597A1 (de) |
WO (1) | WO2002079642A1 (de) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1559889B1 (de) * | 2004-01-28 | 2010-03-17 | Nissan Motor Co., Ltd. | Steuerungssystem für eine funkgezündete Brennkraftmaschine mit Direkteinspritzung |
US7455688B2 (en) | 2004-11-12 | 2008-11-25 | Con Interventional Systems, Inc. | Ostial stent |
US8323333B2 (en) | 2005-03-03 | 2012-12-04 | Icon Medical Corp. | Fragile structure protective coating |
US7540995B2 (en) | 2005-03-03 | 2009-06-02 | Icon Medical Corp. | Process for forming an improved metal alloy stent |
JP2009115010A (ja) * | 2007-11-07 | 2009-05-28 | Denso Corp | 筒内噴射式内燃機関の制御装置 |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4349008A (en) * | 1979-11-09 | 1982-09-14 | Wainwright Basil E | Apparatus for producing spark ignition of an internal combustion engine |
USRE33270E (en) * | 1982-09-16 | 1990-07-24 | Bkm, Inc. | Pressure-controlled fuel injection for internal combustion engines |
US5170760A (en) | 1990-11-13 | 1992-12-15 | Yamaha Hatsudoki Babushiki Kaisha | Ignition system for two cycle engine |
JP3479379B2 (ja) * | 1995-04-27 | 2003-12-15 | ヤマハ発動機株式会社 | 筒内噴射エンジン |
DE19708154C2 (de) * | 1997-02-28 | 1998-12-17 | Daimler Benz Ag | Otto-Brennkraftmaschine |
JPH1137030A (ja) * | 1997-07-14 | 1999-02-09 | Yamaha Motor Co Ltd | 内燃機関の点火装置 |
DE19730908C2 (de) * | 1997-07-18 | 2002-11-28 | Daimler Chrysler Ag | Verfahren zum Betrieb einer direkteinspritzenden Otto-Brennkraftmaschine |
US5913302A (en) | 1997-09-19 | 1999-06-22 | Brunswick Corporation | Ignition coil dwell time control system |
JPH11182283A (ja) * | 1997-12-22 | 1999-07-06 | Sanshin Ind Co Ltd | 筒内燃料噴射式2サイクルエンジンの制御装置 |
US6035838A (en) * | 1998-04-20 | 2000-03-14 | Cummins Engine Company, Inc. | Controlled energy ignition system for an internal combustion engine |
US6131555A (en) | 1998-04-20 | 2000-10-17 | Cummins Engine Company, Inc. | System for controlling ignition energy of an internal combustion engine |
-
2001
- 2001-03-29 DE DE10115597A patent/DE10115597A1/de not_active Withdrawn
-
2002
- 2002-02-13 JP JP2002578024A patent/JP4225788B2/ja not_active Expired - Fee Related
- 2002-02-13 KR KR1020027016130A patent/KR100846922B1/ko active IP Right Grant
- 2002-02-13 WO PCT/DE2002/000498 patent/WO2002079642A1/de active IP Right Grant
- 2002-02-13 US US10/296,928 patent/US6814049B2/en not_active Expired - Fee Related
- 2002-02-13 EP EP02717946A patent/EP1386075B1/de not_active Expired - Lifetime
- 2002-02-13 DE DE50204536T patent/DE50204536D1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO02079642A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20040025833A1 (en) | 2004-02-12 |
WO2002079642A1 (de) | 2002-10-10 |
DE50204536D1 (de) | 2006-02-23 |
EP1386075B1 (de) | 2005-10-12 |
US6814049B2 (en) | 2004-11-09 |
KR20030007732A (ko) | 2003-01-23 |
DE10115597A1 (de) | 2002-10-10 |
JP4225788B2 (ja) | 2009-02-18 |
JP2004518898A (ja) | 2004-06-24 |
KR100846922B1 (ko) | 2008-07-17 |
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