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
  • F02D41/02—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
  • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
• • 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
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
  • F02D41/402—Multiple injections
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to a method for starting a self-igniting internal combustion engine at low temperatures, in which initially introduced a first amount of fuel during a compression stroke of the internal combustion engine by a first pilot injection into the combustion chamber and a partially homogeneous premix is formed. In a subsequent step, a main fuel quantity is introduced into the combustion chamber by a main injection, and the fuel-air mixture is burnt by means of auto-ignition.
• a method for starting a self-igniting internal combustion engine at low temperatures is known in which fuel is introduced into three partial injections in a combustion chamber of the internal combustion engine.
• a pre-injection a first amount of fuel is injected when the piston is at a bottom dead center from a compression stroke.
• a main fuel quantity is introduced into the combustion chamber in a main injection, wherein the main injection is made in the region of top dead center of the piston.
• the main injection is followed immediately by a post-injection, through which a better energy conversion is to be achieved.
• the method is intended to avoid combustion misfires during a cold start phase.
• a further method for starting a self-igniting internal combustion engine at low temperatures in which a small first amount of fuel is introduced into a combustion chamber, so that a premix is formed. With the help of suitable sensors, it is monitored whether the premixture ignites. The steps are repeated in the following cycles until autoignition of the first amount of fuel is detected. Subsequently, a Large amount of fuel introduced into the combustion chamber, wherein a mixture formed from the main fuel quantity and air is ignited securely under the prevailing conditions. In a transition phase, a pilot injection and a main injection during a work cycle or during successive work cycles of the internal combustion engine can be made in the combustion chamber.
• the invention has for its object to provide an improved method for starting an internal combustion engine, which is characterized by a safe and fast start at low temperatures.
• an injection start of the first pilot injection is selected such that the partially homogeneous premixture is flammable after a possibly short ignition delay
• an injection start of the main injection is selected such that the main fuel quantity during a combustion phase or immediately after a combustion phase of the ignited premix in the combustion chamber is introduced.
• the first amount of fuel is introduced into the combustion chamber at a time when the temperature in the combustion chamber is sufficiently high due to compression that the resulting partially homogeneous premix reacts in a typical partially homogeneous combustion after a short ignition delay at elevated temperature.
• exemplary values for a short ignition delay are time periods of 1 ms to 15 ms between the start of injection of the first pilot injection and the achievement of a significantly elevated temperature in the combustion chamber (for example, 100 K or more above the combustion chamber temperature immediately before the start of injection).
• the specified period of time can be converted into a corresponding crankshaft angle.
• the injection start of the main injection is selected so that the main fuel quantity is injected into the combustion chamber during or immediately after a combustion phase of the premix. At this time, a temperature level in the combustion chamber due to the reaction of the premix is still significantly increased, so that an ignition of the fuel-air mixture formed with the main fuel quantity is simplified.
• the pre-injection is carried out in a range between 22 ° and 100 °, in particular between 25 ° and 30 ° crankshaft angle before a top dead center of the piston. Due to the late introduction in the compression phase in the at this time comparatively warm, compressed air or in the fuel-air mixture in the combustion chamber a short ignition delay is guaranteed. In addition, a sufficient period of time for the partially homogeneous combustion of the premix at high temperature is available, so that a significant increase in temperature in the combustion chamber can be achieved.
• the main injection is made in a range between 20 ° crankshaft angle before top dead center and 20 ° crankshaft angle after top dead center.
• the maximum temperatures in the combustion chamber are given by the maximum compression of the combustion chamber gases and the advanced heat release from the reaction of the premix, so that there is a high probability of ignition and combustion of the main fuel quantity.
• the main injection is subdivided into a plurality of partial injections, that is to say the main fuel quantity is introduced into the combustion chamber in a plurality of partial injections.
• An injection of fuel into the combustion chamber and subsequent evaporation inherently leads to a short-term decrease in temperature in the combustion chamber, whereby an ignition delay is prolonged.
• the subdivision of the main injection into a plurality of partial injections causes a comparatively low temperature reduction in each partial injection and thus a shorter ignition delay and a reliable increase in temperature.
• a first partial injection in a range between 2 ° crankshaft angle before top dead center and 2 ° crankshaft angle after top dead center is made at the start of the starting process of the internal combustion engine
• a second partial injection is in a range between 2 ° and 5 ° Crankshaft angle made after top dead center.
• a sufficient period of time for a reaction of the amount of fuel, which is introduced with the first partial injection given in particular at low temperatures and / or speeds.
• the initiation of the starting process or a first-time ignition of the fuel-air mixture is improved.
• an injection start of the first partial injection is shifted in the direction of early with increasing rotational speed. In this way, a temperature increase due to the reaction of the premix is optimally exploitable.
• an injection start of a second and / or a later partial injection is shifted late with increasing rotational speed, so that a time span between the end of a preceding partial injection and the beginning of the second and / or later partial injection is sufficiently great to ensure a sustainable increase in temperature.
• an amount of fuel introduced in a second and / or later partial injection is greater than a quantity of fuel introduced in a preceding partial injection.
• the sum of the fuel introduced during one or more pilot injections amounts to between 5 and 20 percent by weight of the total amount of fuel introduced during a working cycle.
• a heating of the combustion chamber by the reaction of the premix is sufficiently large to allow a safe combustion of the main fuel quantity.
• an injection start of the pilot injection is shifted with increasing speed in the direction of early, that is, the pilot injection is carried out at an earlier crankshaft angle. This provides a sufficient time for the reaction of the premix and to achieve a sustainable increase in temperature in the combustion chamber even with increasing speeds available.
• the injection is carried out by means of a common rail injection system. This injection system provides the required variability in order to control or regulate the injection times, injection durations and injection quantities of the fuel in the individual injections in the best possible way.
• an injection pressure during the starting process is set as a function of the rotational speed of the internal combustion engine in order to allow optimum atomization of the fuel and / or to minimize wallwashing of the combustion chamber.
• a quantitative ratio between the main fuel quantity and the sum of the partial fuel quantities introduced during the pilot injections is set as a function of a rotational speed and / or a temperature of the internal combustion engine, whereby the cold start characteristics of the internal combustion engine can be further improved.
• Fig. 1 is a representation of an injection curve and a heating course in one
• FIG. 2 shows by way of example a representation of an ignition delay
• An internal combustion engine not shown in the figures is designed in this embodiment as a diesel engine with six combustion chambers.
• the internal combustion engine comprises a common-rail injection system, which allows precise timing of a defined amount of fuel into the individual combustion chambers.
• the internal combustion engine further includes an angle sensor for measuring a crankshaft angle and a control unit, with the aid of the common rail injection system in dependence on the measured crankshaft angle and optionally controllable by other measured on the internal combustion engine variables such as temperature, speed, load request.
• crankshaft of the internal combustion engine is set in rotation by means of a starting device.
• the crankshaft is connected via connecting rods with pistons in the individual combustion chambers, so that an oscillating stroke movement of the individual pistons is initiated by the rotation of the crankshaft.
• a cold start in the context of the present invention is given when a relevant for the operation of the internal combustion engine temperature is so low that a reliable start is difficult.
• a guideline an outside temperature and / or a coolant temperature of -15 ° C or less is considered.
• an activation signal of a fuel injector of the internal combustion engine during a cold start of the internal combustion engine is shown by way of example.
• Each combustion chamber of the internal combustion engine is assigned at least one injector.
• the injector preferably comprises a solenoid valve, via which a nozzle needle can be actuated in a multi-hole nozzle.
• the control signal shown in Fig. 1 is transmitted from the control unit to the solenoid valve and causes an adjustment of the stroke of the nozzle needle in the multi-hole nozzle. In this way, a precise metering of the fuel into the combustion chamber is possible.
• the injectors of the internal combustion engine assigned to the remaining five combustion chambers are actuated analogously in a crankshaft angle distance of 0 °, 120 ° and 240 ° in accordance with the ignition sequence of the six-cylinder diesel engine.
• a first amount of fuel in a pre-injection Pill is injected into the combustion chamber during a compression stroke at a crank angle of about -25 °, that is, before the upper Zündtot Vietnamese ZOT.
• the first amount of fuel is preferably between one and thirty milligrams, which is approximately five to twenty percent of the total amount of fuel injected during the work cycle.
• a main fuel quantity is introduced into the combustion chamber in a main injection.
• the main injection is subdivided into a first partial injection Maini and a second part injection Main2.
• the first partial injection Maini takes place at a crankshaft angle of about 0 °.
• the second partial injection Main2 starts at a distance of approximately 1.5 ° crankshaft angle after completion of the first partial injection Maini and extends up to a crankshaft angle of approximately 3.5 ° after top dead center ZOT.
• top dead center ZOT a heating course in the combustion chamber in the region of top dead center ZOT is shown.
• the negative gradient of the heating course to be observed before top dead center ZOT is primarily attributable to heat losses due to a heat transfer to the combustion chamber walls.
• the heating process was measured at an ambient temperature of -27 0 C.
• the introduced first fuel quantity evaporates, which initially leads to a slight reduction in the combustion chamber temperature (can be seen in FIG. 1 from the slightly flattened gradient of the heating profile after the pilot injection Pill).
• the temperature in the combustion chamber is too low for conventional diffusion combustion so that the premix formed with the first amount of fuel reacts in a typical partially homogeneous combustion.
• the premix is heated via heat conduction and a turbulent flow in the combustion chamber and as a result of the progressive compression.
• first reaction phase 1 which extends in this embodiment from about -25 ° to about -9 ° crankshaft angle and is also referred to as a low-temperature phase, take place pre-reactions in which essentially peroxides and aldehydes are formed and disintegrate, only small amounts of heat are released.
• second reaction phase 2 which extends from about -9 ° to about 0 ° crankshaft angle and is also referred to as a high-temperature phase, a thermal ignition of the fuel-air mixture takes place, so that here the actual heat release from the reaction of the premix takes place.
• the first reaction phase 1 and the second reaction phase 2 together form a combustion phase of the premix.
• the main fuel quantity is introduced into the combustion chamber in a main injection Maini, Main2 at a point in time at which part of the premixture in the second reaction phase 2 is burnt, so that a markedly elevated temperature already exists in the combustion chamber at this time.
• Fig. 1 it can be seen that with the first part injection Maini formed fuel-air mixture in a third reaction phase 3 chemically reacts and burns.
• An ignition delay between the start of injection of the first partial injection Maini and the onset of thermal ignition is significantly shorter than the ignition delay in the reaction of the premix.
• the amount of fuel introduced in the second partial injection Main2 is preferably greater than the amount of fuel introduced in the first partial injection Maini, whereby the effects of the evaporation on the combustion chamber temperature and thus on the ignition delay are mitigated.
• the amount of fuel injected in the first partial injection is relatively small, so that only a slightly reduced combustion chamber temperature is established after the evaporation. Due to the energy released from the combustion of the fuel-air mixture, the decrease in temperature due to the evaporation is compensated and the combustion chamber temperature is increased. The higher temperature causes a shorter ignition delay of the subsequently introduced in the second partial injection amount of fuel.
• the main injection is subdivided into further partial injections, with a larger amount of fuel preferably being introduced into the combustion chamber in each partial injection than in a preceding partial injection. In this way, a relatively large amount of fuel at low temperatures can be burned safely.
• pilot injections are provided, whereby lower temperature decreases and shorter ignition delays occur after each pilot injection due to the lower introduced fuel quantities, so that altogether a faster temperature increase and a faster reaction of the premix are made possible.
• the pilot injection and the main injection can be made during a cold start during several compression strokes. It should be noted that a initial ignition may only occur after a few crankshaft revolutions.
• FIG. 2 variations of the start of injection and the end of injection of the first partial injection BOI_Main1, EOI_Main1, the start of injection of the second partial injection BOI_Main2 and measured ignition delays as a function of the rotational speed of the internal combustion engine are shown by way of example.
• the start of injection and the end of injection of the partial injections and the pilot injection are preferably set as a function of the rotational speed of the internal combustion engine and of the outside temperature and / or an engine temperature.
• the first partial injection Maini should take place at the earliest when the premix reacts in a high-temperature phase, otherwise there is a risk of extinguishing the combustion of the premix by the first partial injection Maini.
• the premix reacts faster and it is possible, the injection start of the first partial injection BOI_Main1 with increasing speed to move early, that is towards a larger crankshaft angle before the top dead center ZOT.
• the injection start of the second partial injection BOI_Main2 is shifted with increasing rotational speed late, that is, towards a larger crankshaft angle after the top dead center ZOT, so that a sufficient time for the reaction of the mixture formed with the first partial injection remains.

Landscapes

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=40834562

Family Applications (1)

Country Status (8)

Families Citing this family (9)

Citations (2)

Family Cites Families (28)

• 2008
  • 2008-04-22 DE DE102008020221.5A patent/DE102008020221B4/de not_active Expired - Fee Related
• 2009
  • 2009-04-21 RU RU2010146708/06A patent/RU2457350C1/ru not_active IP Right Cessation
  • 2009-04-21 JP JP2011505419A patent/JP5661029B2/ja not_active Expired - Fee Related
  • 2009-04-21 WO PCT/EP2009/002898 patent/WO2009129999A1/de not_active Ceased
  • 2009-04-21 BR BRPI0911596A patent/BRPI0911596A2/pt not_active IP Right Cessation
  • 2009-04-21 CN CN2009801143300A patent/CN102016279B/zh not_active Expired - Fee Related
  • 2009-04-21 EP EP09735323A patent/EP2268909A1/de not_active Withdrawn
• 2010
  • 2010-10-08 US US12/924,937 patent/US20110073067A1/en not_active Abandoned

Patent Citations (2)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events