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
• • 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
  • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in 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
  • F02D41/32—Controlling fuel injection of the low pressure type
  • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
• • 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
  • F02D41/32—Controlling fuel injection of the low pressure type
  • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
  • F02D41/345—Controlling injection timing
• • 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
  • F02D41/32—Controlling fuel injection of the low pressure type
  • F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
  • F02M69/04—Injectors peculiar thereto
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
  • F02M69/04—Injectors peculiar thereto
  • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
  • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
• • 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 according to the preamble of claim 1. Furthermore, the invention relates to a computer program and a storage medium.
• Such injection systems for internal combustion engines are well known.
• the document DE 10 2008 044 244 A1 discloses an internal combustion engine having at least one combustion chamber, wherein the combustion chamber has two fuel inlet openings, which can each be closed by an inlet valve.
• the internal combustion engine also has a fuel injection device which, in association with the at least one combustion chamber, has a first and a separate second injection valve for the metered injection of fuel into at least one intake passage of the combustion chamber.
• the injectors spray the fuel while atomized in the form of spray cones in the direction of the intake valves.
• the inventive method for operating an injection system for an internal combustion engine has the advantage over the prior art that a precise post-injection of further terem fuel is made possible in the combustion chamber.
• This is achieved by using two separate injection valves for injecting the fuel in the first method step, so that each individual injection valve must be designed for a smaller flow of fuel than if only a single injection valve had to inject the entire fuel quantity in the first method step.
• This advantageously reduces the smallest amount that can still be injected by the injection valves with high accuracy.
• the turn-on times for each of the intake valves increase to inject the same amount of fuel, so that in the second process step, a longer turn-on pulse is required to re-inject the additional fuel. In this way, the precision of the
• the inventive method thus allows a very accurate injection of the required amount of fuel even in dynamic operating conditions, which are caused by large load changes.
• the engine power is increased during load changes, for example, from idle to full load or from a small load to a large load.
• the setting of a nearly optimal air-fuel mixture also favors the mixing and burning through, whereby an improved smoothness and a reduced C0 2 emissions are achieved during load changes.
• the internal combustion engine according to the invention preferably comprises a gasoline engine with intake manifold injection for a motor vehicle, preferably an automobile.
• the internal combustion engine preferably comprises more than one cylinder, wherein each of the cylinders comprises a combustion chamber with two spark plugs and two intake valves, wherein each intake valve is assigned a separate injection valve in each case.
• Amount of fuel is injectable.
• further fuel is also injected from the second injection valve into the combustion chamber through the still open second inlet valve.
• the first and second injection valves can be controlled jointly. It is conceivable that, depending on the fuel requirement, a variable connection is made between the two re-injection variants so that the available fuel-cell mass range increases considerably in comparison with the prior art.
• the first and the second Essentially, the same amount of fuel is injected.
• the first and second injection valves are thus of identical construction. The use of these two injectors then causes compared to the prior art, a halving of the possible small dispensing amount. In the "normal" injection phase is due to the same dimensions of the
• Injectors advantageously achieved a uniform distribution of the fuel-air mixture in the combustion chamber.
• the first method step a smaller amount of fuel is injected from the first injection valve than from the second injection valve.
• the first and second injection valves are dimensioned differently. This has the advantage of being even lower
• the first injection valve injects an amount of fuel which is less than 60 percent, preferably less than 30 percent, more preferably less than 20 percent and most preferably less than 10 percent of the amount of fuel delivered by the second injection valve is injected in the first step.
• the minimum dispensing amount can thus be reduced to less than 30 percent, preferably less than 15 percent, more preferably less than 10 percent and most preferably less than 5 percent, compared to the prior art.
• the fuel is injected from the first injection valve immediately adjacent to the first inlet opening.
• This has the advantage that the time of flight for the further injected fuel is comparatively low, so that a subsequent injection can be initiated at a very late point in time.
• the first injection valve is dependent on gation of a Nachspritzsignals for re-injection of the other fuel is controlled.
• the re-injection signal is generated when, for example, corresponding measurement data detects a lean air-fuel mixture and / or the software of an engine control unit predicts a leaner air-fuel mixture.
• the post-spray signal in response to a speed of the internal combustion engine, a throttle setting of the internal combustion engine and / or the signals of a arranged in an exhaust passage of the internal combustion engine lambda sensor, arranged in an intake manifold of the internal combustion engine air mass sensor in the intake manifold arranged pressure sensor and / or a temperature sensor is generated.
• a determination of a lean air-fuel mixture is possible based on the above data.
• Figure 1 is a schematic representation of an injection system for an internal combustion engine, which performs a first method step of a method according to an exemplary embodiment of the present invention
• Figure 2 is a schematic representation of an injection system for an internal combustion engine, which is a second method step of a method according to an exemplary embodiment of the present invention performs.
• FIG. 1 shows a schematic representation of an injection system for an internal combustion engine 1, which performs a first method step of a method according to an exemplary embodiment of the present invention, which comprises a cylinder which comprises a combustion chamber 2 and in which a piston 2 'moves ,
• the wall of the combustion chamber 2 has a first and a second inlet opening 10 ', 20', through which in each case an air-fuel mixture is sucked into the combustion chamber 2 and a first and second outlet opening 30, 31, through which the raw gases of the burned Air-fuel mixture from the combustion chamber 2 in first and second outlet channels 32, 33 are ejected.
• the internal combustion engine 1 has a first inlet valve 10, which is provided for closing the first inlet opening 10 'and is arranged between a first inlet channel 11 and the combustion chamber 2.
• the internal combustion engine 1 also has a second inlet valve 20, which is provided for closing the second inlet opening 20 'and is arranged between a second inlet channel 21 and the combustion chamber 2.
• the first and the second intake duct 1 1, 21 open on a side facing away from the combustion chamber 2 in a common intake manifold, not shown, with fresh air sucked through the intake manifold in the direction of the combustion chamber 2 by a throttle valve (not shown) in the intake manifold.
• a first injection valve 12 is arranged, which has a first injection port 14 through which a fuel mixture 3 is sprayed through the first intake passage 1 1 in the region of the first inlet port 10 '.
• a separate second injection valve 22 is arranged in the second intake passage 21, which has a single second injection opening 24, through which a fuel mixture 3 is sprayed through the second intake passage 21 into the region of the second intake opening 20 '.
• a predetermined amount of fuel 3 is injected and atomized into the first and second intake manifolds 11, 12 in each cycle by the first and the second injection valves 12, 22, respectively. This takes place in the context of the first method step, which is shown in FIG.
• the respective resulting air-fuel mixture passes through the first and second inlet valve 10, 20 into the combustion chamber 2.
• the amount of fuel 3 to be injected is calculated by means of a prediction method.
• the calculated injection quantity does not exactly match the actual air charge, since the calculated time between calculation of the air charge and the actual fuel consumption Injection including flight time a change in the filling, for example, by a sudden load change, may occur.
• Such a load change can occur if, for example, the driver of the motor vehicle requests an increased torque and the throttle valve thereby suddenly opens. It then flows more air into the combustion chamber 2, as was used in the calculation of the required amount of fuel used. For the calculated and injected amount of fuel thus gets too much air in the cylinder, whereby the air-fuel mixture is emaciated. To remedy this problem, further fuel 3 'is injected into the combustion chamber 2 through the first inlet valve 10, which is still open, in a second method step illustrated with reference to FIG.
• FIG. 2 shows a schematic representation of the injection system for an internal combustion engine 1 already illustrated in FIG. 1, the second method step of the method according to the exemplary embodiment of the present invention being schematically illustrated in FIG.
• a small amount of further fuel 3 ' is injected by the first injection valve 12 at a later point in time in order to enrich the leaned air-fuel mixture in the combustion chamber 2 with fuel to a desired optimum ratio.
• the second injection valve 22 is not in operation at this time.
• the size of the flow rate Q sta t of an injector at the same time also the smallest possible discharge amount, also referred to as the smallest amount Q min defined.
• the smallest quantity Q min is an amount that an injector can just inject with a certain accuracy.
• the first and second injection valve 12, 22, used so that the flow of both injectors 12, 22 is halved and thus also the smallest amount Q min for each of the two injectors 12, 22nd halved.
• the first injection valve 12 is thus used for the precise re-injection of a particularly small amount of further fuel 3 '(indicated only schematically in FIG. 2 by a smaller spray cone).
• the first and second injection valves 12, 22 are dimensioned differently, so that the first injection valve 12, for example, has flow Q sta ti, which is smaller than that

Applications Claiming Priority (2)

Publications (1)

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ID=44925542

Family Applications (1)

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• 2010
  • 2010-12-27 DE DE102010064184.7A patent/DE102010064184B4/de active Active
• 2011
  • 2011-11-09 JP JP2013545130A patent/JP5833138B2/ja active Active
  • 2011-11-09 KR KR1020137016619A patent/KR101869234B1/ko active IP Right Grant
  • 2011-11-09 CN CN201180062307.9A patent/CN103282630B/zh active Active
  • 2011-11-09 WO PCT/EP2011/069702 patent/WO2012089389A1/de active Application Filing
  • 2011-11-09 EP EP11781529.0A patent/EP2659117A1/de not_active Withdrawn
  • 2011-11-09 RU RU2013135114/07A patent/RU2013135114A/ru not_active Application Discontinuation
  • 2011-11-09 US US13/997,345 patent/US20130340719A1/en not_active Abandoned
  • 2011-11-09 BR BR112013016312-7A patent/BR112013016312B1/pt active IP Right Grant

Non-Patent Citations (1)

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