EP2906803B1 - Method and device for operating an internal combustion engine - Google Patents
Method and device for operating an internal combustion engine Download PDFInfo
- Publication number
- EP2906803B1 EP2906803B1 EP13785826.2A EP13785826A EP2906803B1 EP 2906803 B1 EP2906803 B1 EP 2906803B1 EP 13785826 A EP13785826 A EP 13785826A EP 2906803 B1 EP2906803 B1 EP 2906803B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- camshaft
- pressure
- pump
- internal combustion
- combustion engine
- 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.)
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Links
- 238000002485 combustion reaction Methods 0.000 title claims description 40
- 238000000034 method Methods 0.000 title claims description 13
- 238000002347 injection Methods 0.000 claims description 15
- 239000007924 injection Substances 0.000 claims description 15
- 239000012530 fluid Substances 0.000 claims description 4
- 230000001419 dependent effect Effects 0.000 claims description 2
- 239000000446 fuel Substances 0.000 description 30
- 239000007789 gas Substances 0.000 description 13
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 238000010079 rubber tapping Methods 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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- 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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/12—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps having other positive-displacement pumping elements, e.g. rotary
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- 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
- 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
- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
- F02M39/02—Arrangements of fuel-injection apparatus to facilitate the driving of pumps; Arrangements of fuel-injection pumps; Pump drives
-
- 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
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/04—Pumps 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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
- F02M59/102—Mechanical drive, e.g. tappets or cams
-
- 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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/38—Pumps characterised by adaptations to special uses or conditions
- F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
-
- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/0265—Pumps feeding common rails
Definitions
- the invention relates to a method and a device for operating an internal combustion engine.
- Modern motor vehicles have direct fuel injection internal combustion engines in which the fuel is injected under high pressure directly into or into multi-cylinder internal combustion engines into the combustion chambers.
- Such direct fuel injection requires a fuel supply device which provides pressurized fuel in any operating situation.
- Elements of this fuel supply device are the high-pressure pump, which conveys the fuel to the required pressure level, and a pressure accumulator (rail), in which the fuel is stored under high pressure and from which the fuel injectors are supplied with fuel.
- the fuel At an engine start of an internal combustion engine with fuel injection systems, the fuel must be under a sufficiently high pressure.
- the sufficiently high pressure at engine start both after a longer and after a short shutdown phase, must first be generated by the high pressure pump mechanically coupled to the engine.
- the engine of a motor vehicle is driven during a starting phase by a starter of the motor vehicle without combustion until reaching a target injection release pressure. It is expected that due to more stringent limits on particulate emissions, the target injection release pressure will be further increased in the future.
- the object underlying the invention is to provide a method and a device for operating an internal combustion engine, which contributes to improving a starting capability of an engine of the internal combustion engine.
- the invention is characterized by a method and a corresponding device for operating an internal combustion engine.
- the internal combustion engine has an accumulator, a high-pressure pump, a controllable actuator and a rotatably mounted camshaft with a longitudinal axis.
- the high-pressure pump comprises a cylinder chamber and a pump piston movably arranged in the cylinder chamber.
- the pump piston is supported at least indirectly on the camshaft and thus influences a free volume of the cylinder chamber depending on a rotation of the camshaft.
- the cylinder chamber of High-pressure pump is hydraulically coupled at least indirectly with the pressure accumulator for conveying the fluid into the pressure accumulator.
- the actuator is configured and arranged to drive the camshaft such that the camshaft rotates in a predetermined angular range about its longitudinal axis in a first direction or in an opposite second direction.
- the method comprises the following steps: During a predetermined period of time before an expected engine start, the high pressure pump is driven so that it has a self-priming operating state and the actuator is controlled such that the camshaft at least once in the first direction and at least once in the second Direction in the predetermined angular range rotates about its longitudinal axis.
- this makes it possible to rotate the camshaft and thus at least one drive cam of the camshaft already before the expected engine start by means of the actuator, so that the high-pressure pump is driven.
- the at least one drive cam of the camshaft, on which the pump piston is at least indirectly supported is rotated back and forth.
- the pump piston thereby performs suction and pumping strokes in the cylinder chamber.
- the suction and Pumphubioloen the pump piston allow fluid delivery of the high-pressure pump, in particular a fuel delivery, and thus a pressure build-up in the accumulator before the engine is started.
- the high pressure pump is preferably designed such that it can have a self-priming operating state with a suitable control. This allows the high pressure pump to be operational and effective very quickly.
- the high-pressure pump can be designed as a normally closed pump or as a normally open pump. In the case that the high-pressure pump is designed as a normally closed pump is, the high-pressure pump is operated without current. In the case that the high-pressure pump is designed as a normally open pump, the high-pressure pump is operated with a continuous current, analogous to a normal operation of the high-pressure pump in an active operating state of the engine.
- the expected engine start can be detected depending on an opening of a vehicle driver's door and / or seat occupancy. For a start-stop automatic function, the expected engine start can be determined as a function of a medium short-time shut-off time.
- camshaft rotation may begin to build up pressure in the accumulator.
- the pressure in the pressure accumulator can thus already have a desired value at an actual engine start.
- This has the advantage, in particular in the case of a motor vehicle, that a period of time can be shortened by an engine start desired by a vehicle driver and / or vehicle-controlled engine start, in which an activation signal for the engine is generated, for example, up to an actual start of combustion in the combustion chamber.
- a buildup of pressure accumulator can be maintained by the build-up of pressure before the expected engine start without the startability of the engine being delayed.
- a reduction in size of the accumulator and the associated extended quality requirements for other components, such as pressure relief valves and injectors, can be dispensable.
- the predetermined period of time is immediately before the expected engine start. This has the advantage that an already established pressure does not have to be kept for a long time and / or a particle emission can be reduced and / or a possible leakage in the fuel system can be tolerated.
- the actuator is controlled during the predetermined period of time such that the camshaft rotates several times each first in the first and then in the second direction in the predetermined angular range about its longitudinal axis until a predetermined injection release pressure prevails in the pressure accumulator.
- the internal combustion engine has a variable valve train and the camshaft is coupled to a gas inlet valve and / or a gas outlet valve of a combustion chamber of the internal combustion engine and the actuator is arranged and formed by driving and / or adjusting the camshaft an opening and / or To control closing time of the gas inlet valve or gas outlet valve.
- the actuator can thus be used for the variable valve train and as a high-pressure pump drive. An operability of the variable valve train is maintained because the actuator is used only when the engine is started for the variable valve train.
- variable valve train comprises an electric variable valve train.
- the variable valve train may include an electric actuator.
- this makes it very easy to rotate and / or drive the camshaft when the engine is at a standstill.
- the high-pressure pump comprises a digitally switching high-pressure pump.
- this allows a rapid pressure build-up. It Both directions of movement can be used for the pressure build-up, since the pressure build-up is independent of a respective direction of rotation.
- the internal combustion engine 1 comprises at least one cylinder 2 and a piston 3 movable up and down in the cylinder 2.
- the internal combustion engine 1 further comprises an intake tract 40, downstream of an intake opening 4 for drawing in fresh air, an air mass sensor 5, a throttle valve 6, a suction pipe 7 and a controllable intercooler 60 are arranged.
- the intercooler 60 may have a water cooling or air cooling.
- the intake tract 40 opens into a combustion chamber 30 bounded by the cylinder 2 and the piston 3.
- the fresh air required for combustion is introduced into the combustion chamber 30 via the intake tract 40, the fresh air supply being controlled by opening and closing a gas inlet valve 8.
- the internal combustion engine 1 shown here is an internal combustion engine 1 with direct fuel injection, in which the fuel required for the combustion via an injection valve 9 is injected directly into the combustion chamber 30.
- the combustion exhaust gases are discharged via a gas outlet valve 11 into an exhaust pipe 16 of the internal combustion engine 1 and cleaned by means of a arranged in the exhaust pipe 16 catalyst 12.
- the internal combustion engine 1 has a variable valve drive 50, by means of which the control times (opening and closing time) of the gas inlet valves 8 and the gas outlet valves 11 can be adjusted individually.
- a camshaft 27 (in FIG. 1 not shown) is coupled to the gas inlet valve 8 and / or the gas outlet valve and the crankshaft 13, respectively.
- the internal combustion engine 1 may have, for example, an intake camshaft and / or an exhaust camshaft.
- the variable valve train 50 is coupled to the camshaft 27 and the crankshaft 13 and allows at least one phase of the camshaft 27 to be adjusted to the crankshaft 13.
- variable valve train 50 may, for example, by a hydraulically adjustable camshaft (not shown in FIG. 1 ) are realized, in which the different timing of the valves 8, 11 result by switching between cam 28 with different survey curves.
- a hydraulically adjustable camshaft not shown in FIG. 1
- an electric variable valve train is possible in which the valves 8, 11 are driven individually, electrically.
- variable valve train 50 may include an actuator that is configured and arranged the camshaft 27 to drive.
- the actuator is configured to drive the camshaft 27 such that the camshaft 27 rotates in a predetermined angular range about its longitudinal axis in a first direction or in an opposite second direction.
- the actuator may be configured to drive the camshaft 27 depending on a predetermined electrical pulse.
- the internal combustion engine 1 further has a fuel supply system, which has a fuel tank 17 and a fuel pump 18 arranged therein.
- the fuel is supplied by means of the fuel pump 18 via a supply lines 19, 19 a to a pressure accumulator 20.
- This is a common pressure accumulator, from which the injection valves 9 for a plurality of cylinders 2 are supplied with pressurized fuel.
- a fuel filter 21 and a high-pressure pump 22 are further arranged.
- the high-pressure pump 22 serves to supply the fuel delivered by the fuel pump 18 at relatively low pressure (approximately 3 bar) to the pressure accumulator 20 at high pressure (typically up to 150 bar).
- the internal combustion engine 1 is associated with a control device 23 which is connected via signal and data lines with all actuators and sensors of the internal combustion engine 1.
- FIG. 2 shows at least partially the high pressure pump 22 with a pump housing 25 and a pump unit 25.
- the high pressure pump 22 includes, for example, a digital high pressure switching pump.
- the illustrated pump unit 25 is preferably one of a plurality of pump units 25 of the high-pressure pump 22, which are operated by a shared drive shaft. Is preferred the drive shaft, the camshaft 27, which is coupled to the gas inlet valve 8 and / or the gas outlet valve 11.
- the camshaft 27 is rotatably supported, for example, with a rotation axis D in the pump housing 25.
- the camshaft 27 comprises at least one cam 28, wherein the cam 28 may be formed as a multiple cam.
- the camshaft 27 has two cams 28.
- the number of conveying and compression strokes can be specified via the number of cams 28.
- the number of conveying or compression strokes corresponds to the number of cams 28.
- the pump unit 25 basically includes the cylinder housing 26, the cylinder chamber 311 disposed in the cylinder housing 26, a pump piston 31, a plunger 29, and a return spring 33.
- the cylinder housing 26, the cylinder chamber 311, the pump piston 31, the plunger 29, and the return spring 33 are preferably coaxially arranged along a longitudinal axis L of the pump piston 31 to each other.
- the pump piston 31 is axially movably mounted in the cylinder chamber 311 of the cylinder housing 26 in a cylindrical recess of a pump piston guide portion 32 of the cylinder housing 26 and is in operative connection with the camshaft 27.
- the pump piston 31 is driven in particular by the cam 28 of the camshaft 27 in a lifting movement in at least approximately radial direction to the axis of rotation D of the camshaft 27.
- the pump piston 31 is axially movably guided in the pump piston guide section 32 in order during a suction stroke, in FIG. 2 directed downward to convey fuel from the supply line 19 via pump inlet valve 3112 into the cylinder chamber 311 with the pump outlet valve 3117 closed and during a pumping stroke, in FIG. 2 upwards, in the To compress fuel located in the cylinder chamber 311 and possibly via the pump outlet valve 3117 under high pressure to the supply line 19 a to the accumulator 20 with closed pump inlet valve 3112.
- FIG. 2 shows a possible embodiment of a pump inlet valve 3112 as a digitally switchable valve. It is a so-called. Normally open valve. Via a current coil 3114 of the valve, a valve plunger 3116 with a valve closing element against the force of a spring 3115 can be actively brought into a closed position of the valve 3112, in which no fuel can get from the supply line 19 into the cylinder chamber 311 of the pump 22 and not the other way around. If the coil 3114 is not energized, the valve 3112 is in its open position and the suction of fuel from the supply line 19 in a suction phase of the pump 22 is made possible. In a self-priming operation, the coil is not energized in this type of intake valve. Alternatively, another valve principle could be used, the self-sucking operation would be correspondingly different.
- the pump outlet valve 3117 of the pump 22 is a check valve 3118, which, with a correspondingly high pressure in the cylinder chamber 311 of the pump, allows fluid to be conveyed into the supply line 19a towards the high-pressure accumulator 20.
- FIG. 3 shows a time course of a rail pressure P_rail in the pressure accumulator 20th
- the high-pressure pump 22 is already actuated in such a way that it has a self-priming operating state, even before an expected engine start for a predetermined period of time and the actuator is controlled such that the camshaft 27 rotates at least once in the first direction and at least once in the second direction in the predetermined angular range about its longitudinal axis.
- the actuator is controlled during the predetermined period of time in such a way that the camshaft 27 rotates several times in each case firstly in the first and then in the second direction in the predetermined angular range about its longitudinal axis. This can be done until a predetermined injection release pressure is reached in the pressure accumulator 20.
- the camshaft 27 Before the engine, for example of the motor vehicle, is started, the camshaft 27 is moved back and forth, for example by means of the at least one actuator of the variable valve drive 50.
- the rail pressure P_rail increases due to the reciprocating movements at least approximately stepped.
- the time course of the rail pressure P_rail represents a test bench measurement.
- the rail pressure P_rail for example, increases by about 7 to 10 bar at a camshaft rotation of 45 ° in total (22.5 ° in the first direction and 22.5 ° back in the second direction).
- the camshaft 27 was rotated in the example shown at an angular velocity of 75 ° / s.
- An injection release pressure of greater than 60 bar can thus be achieved within a period of less than two seconds.
- the time duration is also dependent on a configuration of the high-pressure pump 22.
- FIG. 3 the time course of a crankshaft signal CRK, which is detected for example by means of a crankshaft sensor (respective maximum point 6 ° crankshaft 13, 3 ° camshaft 27).
- a crankshaft sensor for example, a crankshaft sensor (respective maximum point 6 ° crankshaft 13, 3 ° camshaft 27).
- the respective phases of the rotational movement in different directions detect. During a respective first phase Ph1, the rotation takes place in the first period and during a respective second phase Ph2, the rotation takes place in the second, opposite direction.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Fuel-Injection Apparatus (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Description
Die Erfindung betrifft ein Verfahren und eine Vorrichtung zum Betreiben einer Brennkraftmaschine.The invention relates to a method and a device for operating an internal combustion engine.
Moderne Kraftfahrzeuge verfügen über Brennkraftmaschinen mit Kraftstoffdirekteinspritzung, bei denen der Kraftstoff unter hohem Druck direkt in den oder bei mehrzylindrigen Brennkraftmaschinen in die Brennräume eingespritzt wird. Eine solche Kraftstoffdirekteinspritzung erfordert eine Kraftstoffversorgungseinrichtung, welche in jeder Betriebssituation druckbeaufschlagten Kraftstoff bereitstellt. Elemente dieser Kraftstoffversorgungseinrichtung sind die Hochdruckpumpe, welche den Kraftstoff auf das nötige Druckniveau befördert, und ein Druckspeicher (Rail), in dem der Kraftstoff unter hohem Druck gespeichert wird und von welchem die Einspritzventile mit Kraftstoff versorgt werden.Modern motor vehicles have direct fuel injection internal combustion engines in which the fuel is injected under high pressure directly into or into multi-cylinder internal combustion engines into the combustion chambers. Such direct fuel injection requires a fuel supply device which provides pressurized fuel in any operating situation. Elements of this fuel supply device are the high-pressure pump, which conveys the fuel to the required pressure level, and a pressure accumulator (rail), in which the fuel is stored under high pressure and from which the fuel injectors are supplied with fuel.
Im Bestreben der Automobilhersteller, den Kraftstoffverbrauch und die Emissionen der Kraftfahrzeuge weiter zu verringern, wurden neue Fahrzeugfunktionen entwickelt, wie beispielsweise die Start-Stopp-Automatikfunktion, mittels derer die Brennkraftmaschine unabhängig von dem Eingriff eines Kraftfahrzeugführers automatisch abgeschaltet und, ohne den Zündschlüssel oder den Startknopf zu betätigen, auch wieder automatisch gestartet werden kann, beispielsweise durch Antippen des Gas- oder Kupplungspedals. Die Abschaltung der Brennkraftmaschine geschieht dabei insbesondere in längeren Leerlaufphasen, in denen die Antriebskraft der Brennkraftmaschine nicht benötigt wird. Auf diese Weise können, besonders im innerstädtischen Verkehr mit vielen Ampelstopps, beachtliche Kraftstoffverbrauchseinsparungen erzielt werden.In an effort by automobile manufacturers to further reduce fuel consumption and emissions from automobiles, new vehicle functions have been developed, such as the start-stop automatic function whereby the engine automatically shuts off regardless of the intervention of a motor vehicle driver and without the ignition key or the start button can be started again automatically, for example by tapping the throttle or clutch pedal. The shutdown of the internal combustion engine is done in particular in longer idling periods in which the driving force of the internal combustion engine is not needed. In this way, especially in city traffic with many traffic light stops, considerable fuel savings can be achieved.
Bei einem Motorstart einer Brennkraftmaschine mit Kraftstoffeinspritzsystemen muss der Kraftstoff unter einem ausreichend hohen Druck stehen. Im Allgemeinen muss der ausreichend hohe Druck beim Motorstart, sowohl nach einer längeren als auch nach einer kurzen Abschaltphase, zunächst von der mechanisch an den Motor gekoppelten Hochdruckpumpe erzeugt werden. Der Motor eines Kraftfahrzeugs wird während einer Startphase von einem Starter des Kraftfahrzeugs ohne Verbrennung angetrieben bis zur Erreichung eines Soll-Einspritzfreigabedrucks. Es ist zu erwarten, dass aufgrund strengerer Grenzwerte bezüglicher einer Partikelemission der Soll-Einspritzfreigabedruck in Zukunft weiter erhöht wird.At an engine start of an internal combustion engine with fuel injection systems, the fuel must be under a sufficiently high pressure. In general, the sufficiently high pressure at engine start, both after a longer and after a short shutdown phase, must first be generated by the high pressure pump mechanically coupled to the engine. The engine of a motor vehicle is driven during a starting phase by a starter of the motor vehicle without combustion until reaching a target injection release pressure. It is expected that due to more stringent limits on particulate emissions, the target injection release pressure will be further increased in the future.
Die Aufgabe, die der Erfindung zu Grunde liegt, ist es, ein Verfahren und eine Vorrichtung zum Betreiben einer Brennkraftmaschine zu schaffen, das beziehungsweise die einen Beitrag leistet, eine Startfähigkeit eines Motors der Brennkraftmaschine zu verbessern.The object underlying the invention is to provide a method and a device for operating an internal combustion engine, which contributes to improving a starting capability of an engine of the internal combustion engine.
Die Aufgabe wird gelöst durch die Merkmale der unabhängigen Patentansprüche. Vorteilhafte Weiterbildungen der Erfindung sind in den Unteransprüchen gekennzeichnet.The object is solved by the features of the independent claims. Advantageous developments of the invention are characterized in the subclaims.
Die Erfindung zeichnet sich aus durch ein Verfahren und eine korrespondierende Vorrichtung zum Betreiben einer Brennkraftmaschine. Die Brennkraftmaschine weist einen Druckspeicher, eine Hochdruckpumpe, einen steuerbaren Aktuator und eine drehbar gelagerte Nockenwelle mit einer Längsachse auf. Die Hochdruckpumpe umfasst eine Zylinderkammer und einen in der Zylinderkammer beweglich angeordneten Pumpenkolben. Der Pumpenkolben stützt sich zumindest mittelbar auf der Nockenwelle ab und beeinflusst so abhängig von einer Drehung der Nockenwelle ein freies Volumen der Zylinderkammer. Die Zylinderkammer der Hochdruckpumpe ist hydraulisch zumindest mittelbar gekoppelt mit dem Druckspeicher zur Förderung des Fluids in den Druckspeicher. Der Aktuator ist ausgebildet und angeordnet, die Nockenwelle derart anzutreiben, dass die Nockenwelle in einem vorgegebenen Winkelbereich um ihre Längsachse rotiert in eine erste Richtung oder in eine entgegengesetzte zweite Richtung. Das Verfahren umfasst hierbei folgende Schritte: Während einer vorgegebenen Zeitdauer vor einem erwarteten Motorstart wird die Hochdruckpumpe derart angesteuert, dass sie einen selbstansaugenden Betriebszustand aufweist und der Aktuator wird derart angesteuert, dass sich die Nockenwelle zumindest einmal in die erste Richtung und zumindest einmal in die zweite Richtung in dem vorgegebenen Winkelbereich um ihre Längsachse dreht.The invention is characterized by a method and a corresponding device for operating an internal combustion engine. The internal combustion engine has an accumulator, a high-pressure pump, a controllable actuator and a rotatably mounted camshaft with a longitudinal axis. The high-pressure pump comprises a cylinder chamber and a pump piston movably arranged in the cylinder chamber. The pump piston is supported at least indirectly on the camshaft and thus influences a free volume of the cylinder chamber depending on a rotation of the camshaft. The cylinder chamber of High-pressure pump is hydraulically coupled at least indirectly with the pressure accumulator for conveying the fluid into the pressure accumulator. The actuator is configured and arranged to drive the camshaft such that the camshaft rotates in a predetermined angular range about its longitudinal axis in a first direction or in an opposite second direction. The method comprises the following steps: During a predetermined period of time before an expected engine start, the high pressure pump is driven so that it has a self-priming operating state and the actuator is controlled such that the camshaft at least once in the first direction and at least once in the second Direction in the predetermined angular range rotates about its longitudinal axis.
Vorteilhafterweise ermöglicht dies, die Nockenwelle und damit zumindest einen Antriebsnocken der Nockenwelle bereits vor dem erwarteten Motorstart mittels des Aktuators zu drehen, sodass die Hochdruckpumpe angetrieben wird. Hierbei wird der zumindest eine Antriebsnocken der Nockenwelle, auf der sich der Pumpenkolben zumindest mittelbar abstützt, hin und hergedreht. Der Pumpenkolben führt dadurch in der Zylinderkammer Saug- und Pumphubbewegungen aus. Die Saug- und Pumphubbewegungen des Pumpenkolbens ermöglichen eine Fluidförderung der Hochdruckpumpe, insbesondere eine Kraftstoffförderung, und damit einen Druckaufbau in dem Druckspeicher bevor der Motor gestartet wird. Die Hochdruckpumpe ist vorzugsweise derart ausgebildet, dass sie bei einer geeigneten Ansteuerung einen selbstansaugenden Betriebszustand aufweisen kann. Dies ermöglicht, dass die Hochdruckpumpe sehr schnell betriebsbereit und effektiv einsetzbar ist. Ferner ermöglicht dies eine Vollförderung der Hochdruckpumpe ohne eine Synchronisation der Nocken- und einer Kurbelwelle. Die Hochdruckpumpe kann als stromlos geschlossene Pumpe oder als stromlos offene Pumpe ausgebildet sein. Im Falle, dass die Hochdruckpumpe als stromlos geschlossene Pumpe ausgebildet ist, wird die Hochdruckpumpe unbestromt betrieben. Im Falle, dass die Hochdruckpumpe als stromlos offene Pumpe ausgebildet ist, wird die Hochdruckpumpe mit einem Dauerstrom betrieben, analog zu einem Normalbetrieb der Hochdruckpumpe bei einem aktiven Betriebszustand des Motors. Der erwartete Motorstart kann abhängig von einer Öffnung einer Fahrzeugführertüre und/oder einer Sitzbelegung detektiert werden. Bei einer Start-Stopp-Automatikfunktion kann der erwartete Motorstart abhängig von einer mittleren Kurzzeitabschaltdauer ermittelt werden. Abhängig von dem ermittelten erwarteten Motorstart kann mit der Nockenwellendrehung zum Aufbau des Drucks im Druckspeicher begonnen werden. Der Druck in dem Druckspeicher kann so bereits bei einem tatsächlichen Motorstart einen gewünschten Wert aufweisen. Dies hat insbesondere bei einem Kraftfahrzeug den Vorteil, dass eine Zeitspanne verkürzt werden kann von einem durch einen Fahrzeugführer gewünschten Motorstart und/oder fahrzeuggesteuerten Motorstart, bei dem jeweils beispielsweise ein Aktivierungssignal für den Motor erzeugt wird, bis zu einem tatsächlichen Beginn einer Verbrennung im Brennraum. Auch bei einer Erhöhung des Soll-Einspritzfreigabedrucks kann durch den Druckaufbau vor dem erwarteten Motorstart eine Größe des Druckspeichers beibehalten werden, ohne dass sich die Startfähigkeit des Motors verzögert. Eine Größenverringerung des Druckspeichers und damit verbundene erweiterte Qualitätsanforderungen an weitere Komponenten, zum Beispiel Überdruckventile und Injektoren, können entbehrlich sein.Advantageously, this makes it possible to rotate the camshaft and thus at least one drive cam of the camshaft already before the expected engine start by means of the actuator, so that the high-pressure pump is driven. In this case, the at least one drive cam of the camshaft, on which the pump piston is at least indirectly supported, is rotated back and forth. The pump piston thereby performs suction and pumping strokes in the cylinder chamber. The suction and Pumphubbewegungen the pump piston allow fluid delivery of the high-pressure pump, in particular a fuel delivery, and thus a pressure build-up in the accumulator before the engine is started. The high pressure pump is preferably designed such that it can have a self-priming operating state with a suitable control. This allows the high pressure pump to be operational and effective very quickly. Furthermore, this allows full delivery of the high-pressure pump without synchronization of the cam and a crankshaft. The high-pressure pump can be designed as a normally closed pump or as a normally open pump. In the case that the high-pressure pump is designed as a normally closed pump is, the high-pressure pump is operated without current. In the case that the high-pressure pump is designed as a normally open pump, the high-pressure pump is operated with a continuous current, analogous to a normal operation of the high-pressure pump in an active operating state of the engine. The expected engine start can be detected depending on an opening of a vehicle driver's door and / or seat occupancy. For a start-stop automatic function, the expected engine start can be determined as a function of a medium short-time shut-off time. Depending on the anticipated engine start, camshaft rotation may begin to build up pressure in the accumulator. The pressure in the pressure accumulator can thus already have a desired value at an actual engine start. This has the advantage, in particular in the case of a motor vehicle, that a period of time can be shortened by an engine start desired by a vehicle driver and / or vehicle-controlled engine start, in which an activation signal for the engine is generated, for example, up to an actual start of combustion in the combustion chamber. Even with an increase in the desired injection release pressure, a buildup of pressure accumulator can be maintained by the build-up of pressure before the expected engine start without the startability of the engine being delayed. A reduction in size of the accumulator and the associated extended quality requirements for other components, such as pressure relief valves and injectors, can be dispensable.
In einer vorteilhaften Ausgestaltung liegt die vorgegebene Zeitdauer unmittelbar vor dem erwarteten Motorstart. Dies hat den Vorteil, dass ein bereits aufgebauter Druck nicht längere Zeit gehalten werden muss und/oder eine Partikelemission reduziert werden kann und/oder eine mögliche Leckage im Kraftstoffsystem toleriert werden kann.In an advantageous embodiment, the predetermined period of time is immediately before the expected engine start. This has the advantage that an already established pressure does not have to be kept for a long time and / or a particle emission can be reduced and / or a possible leakage in the fuel system can be tolerated.
In einer weiteren vorteilhaften Ausgestaltung wird während der vorgegebenen Zeitdauer der Aktuator derart angesteuert, dass sich die Nockenwelle mehrmals jeweils zunächst in die erste und anschließend in die zweite Richtung in dem vorgegebenen Winkelbereich um ihre Längsachse dreht bis ein vorgegebener Einspritzfreigabedruck in dem Druckspeicher herrscht.
Dies ermöglicht, dass bei einem Motorstart der Einspritzfreigabedruck bereits vorliegt und bereits bei einem ersten oberen Totpunkt des Motors mit einer Einspritzung begonnen werden kann.In a further advantageous embodiment, the actuator is controlled during the predetermined period of time such that the camshaft rotates several times each first in the first and then in the second direction in the predetermined angular range about its longitudinal axis until a predetermined injection release pressure prevails in the pressure accumulator.
This makes it possible for the injection release pressure to already be present when the engine is started and for an injection to be started already at a first top dead center of the engine.
In einer weiteren vorteilhaften Ausgestaltung weist die Brennkraftmaschine einen variablen Ventiltrieb auf und die Nockenwelle ist gekoppelt mit einem Gaseinlassventil und/oder einem Gasauslassventil eines Brennraums der Brennkraftmaschine und der Aktuator ist angeordnet und ausgebildet durch Antreiben und/oder Einstellen der Nockenwelle einen Öffnungs- und/oder Schließzeitpunkt des Gaseinlassventils beziehungsweise Gasauslassventils zu steuern. Vorteilhafterweise kann so der Aktuator für den variablen Ventiltrieb und als Hochdruckpumpenantrieb genutzt werden. Eine Betriebsfähigkeit des variablen Ventiltriebs bleibt erhalten, da der Aktuator nur bei gestartetem Motor für den variablen Ventiltrieb genutzt wird.In a further advantageous embodiment, the internal combustion engine has a variable valve train and the camshaft is coupled to a gas inlet valve and / or a gas outlet valve of a combustion chamber of the internal combustion engine and the actuator is arranged and formed by driving and / or adjusting the camshaft an opening and / or To control closing time of the gas inlet valve or gas outlet valve. Advantageously, the actuator can thus be used for the variable valve train and as a high-pressure pump drive. An operability of the variable valve train is maintained because the actuator is used only when the engine is started for the variable valve train.
In einer weiteren vorteilhaften Ausgestaltung umfasst der variable Ventiltrieb einen elektrischen variablen Ventiltrieb. Der variable Ventiltrieb kann einen elektrischen Aktuator aufweisen. Vorteilhafterweise ermöglicht dies, die Nockenwelle bei einem Motorstillstand sehr einfach zu drehen und/oder anzutreiben.In a further advantageous embodiment, the variable valve train comprises an electric variable valve train. The variable valve train may include an electric actuator. Advantageously, this makes it very easy to rotate and / or drive the camshaft when the engine is at a standstill.
In einer weiteren vorteilhaften Ausgestaltung umfasst die Hochdruckpumpe eine digital schaltende Hochdruckpumpe. Vorteilhafterweise ermöglicht dies einen schnellen Druckaufbau. Es können beide Bewegungsrichtungen für den Druckaufbau genutzt werden, da der Druckaufbau unabhängig von einer jeweiligen Drehrichtung ist.In a further advantageous embodiment, the high-pressure pump comprises a digitally switching high-pressure pump. Advantageously, this allows a rapid pressure build-up. It Both directions of movement can be used for the pressure build-up, since the pressure build-up is independent of a respective direction of rotation.
Vorteilhafte Ausgestaltungen der Erfindung sind nachfolgend anhand der schematischen Zeichnungen näher erläutert. Es zeigen:
- Figur 1
- eine beispielhafte schematische Darstellung einer Brennkraftmaschine,
- Figur 2
- eine schematische Teilansicht einer Hochdruckpumpe in einem Längsschnitt und
Figur 3- einen zeitlichen Verlauf eines Raildrucks in einem Druckspeicher und eines Kurbelwellensignals.
- FIG. 1
- an exemplary schematic representation of an internal combustion engine,
- FIG. 2
- a schematic partial view of a high-pressure pump in a longitudinal section and
- FIG. 3
- a time course of a rail pressure in a pressure accumulator and a crankshaft signal.
Elemente gleicher Konstruktion oder Funktion sind figurenübergreifend mit den gleichen Bezugszeichen gekennzeichnet.Elements of the same construction or function are identified across the figures with the same reference numerals.
Die Brennkraftmaschine 1 umfasst mindestens einen Zylinder 2 und einen in dem Zylinder 2 auf und ab bewegbaren Kolben 3. Die Brennkraftmaschine 1 umfasst ferner einen Ansaugtrakt 40, in dem stromabwärts einer Ansaugöffnung 4 zum Ansaugen von Frischluft ein Luftmassensensor 5, eine Drosselklappe 6, ein Saugrohr 7 und ein steuerbarer Ladeluftkühler 60 angeordnet sind. Der Ladeluftkühler 60 kann dabei eine Wasserkühlung oder eine Luftkühlung aufweisen. Der Ansaugtrakt 40 mündet in einem durch den Zylinder 2 und den Kolben 3 begrenzten Brennraum 30. Die zur Verbrennung nötige Frischluft wird über den Ansaugtrakt 40 in den Brennraum 30 eingeleitet, wobei die Frischluftzufuhr durch Öffnen und Schließen eines Gaseinlassventils 8 gesteuert wird. Bei der hier dargestellten Brennkraftmaschine 1 handelt es sich um eine Brennkraftmaschine 1 mit Kraftstoffdirekteinspritzung, bei der der für die Verbrennung nötige Kraftstoff über ein Einspritzventil 9 unmittelbar in den Brennraum 30 eingespritzt wird. Zur Auslösung der Verbrennung dient eine ebenfalls in dem Brennraum 30 ragende Zündkerze 10. Die Verbrennungsabgase werden über ein Gasauslassventil 11 in eine Abgasleitung 16 der Brennkraftmaschine 1 abgeführt und mittels eines in der Abgasleitung 16 angeordneten Katalysators 12 gereinigt.The internal combustion engine 1 comprises at least one cylinder 2 and a
Die Kraftübertragung an dem Antriebsstrang (nicht dargestellt) geschieht über eine mit dem Kolben 3 gekoppelte Kurbelwelle 13, deren Drehzahl ein Drehzahlsensor 15 erfasst.The power transmission to the drive train (not shown) via a coupled to the
Die Brennkraftmaschine 1 verfügt über einen variablen Ventiltrieb 50, mittels dem die Steuerzeiten (Öffnungs- und Schließzeitpunkt) der Gaseinlassventile 8 und der Gasauslassventile 11 individuell verstellt werden können. Eine Nockenwelle 27 (in
Der variable Ventiltrieb 50 kann beispielsweise durch eine hydraulisch verstellbare Nockenwelle (nicht dargestellt in
Der variable Ventiltrieb 50 kann beispielsweise einen Aktuator aufweisen, der ausgebildet und angeordnet ist, die Nockenwelle 27 anzutreiben. Der Aktuator ist ausgebildet, die Nockenwelle 27 derart anzutreiben, dass sich die Nockenwelle 27 in einem vorgegebenen Winkelbereich um ihre Längsachse rotiert in eine erste Richtung oder in eine entgegengesetzte zweite Richtung. Beispielsweise kann der Aktuator ausgebildet sein, abhängig von einem vorgegebenen elektrischen Impuls die Nockenwelle 27 anzutreiben.For example, the
Die Brennkraftmaschine 1 verfügt ferner über ein Kraftstoffversorgungssystem, welches einen Kraftstofftank 17 sowie eine darin angeordnete Kraftstoffpumpe 18 aufweist. Der Kraftstoff wird mittels der Kraftstoffpumpe 18 über eine Versorgungsleitungen 19, 19a einem Druckspeicher 20 zugeführt. Dabei handelt es sich um einen gemeinsamen Druckspeicher, von dem aus die Einspritzventile 9 für mehrere Zylinder 2 mit druckbeaufschlagtem Kraftstoff versorgt werden. In der Versorgungsleitung 19 sind ferner ein Kraftstofffilter 21 und eine Hochdruckpumpe 22 angeordnet. Die Hochdruckpumpe 22 dient dazu, den durch die Kraftstoffpumpe 18 mit relativ niedrigem Druck (zirka 3 bar) geförderten Kraftstoff dem Druckspeicher 20 mit hohem Druck zuzuführen (typischerweise bis zu 150 bar).The internal combustion engine 1 further has a fuel supply system, which has a
Der Brennkraftmaschine 1 ist eine Steuervorrichtung 23 zugeordnet, welche über Signal- und Datenleitungen mit allen Aktuatoren und Sensoren der Brennkraftmaschine 1 verbunden ist.The internal combustion engine 1 is associated with a
Die dargestellte Pumpeneinheit 25 ist bevorzugt eine von mehreren Pumpeneinheiten 25 der Hochdruckpumpe 22, die durch eine gemeinsam genutzte Antriebswelle betrieben werden. Bevorzugt ist die Antriebswelle die Nockenwelle 27, die mit dem Gaseinlassventil 8 und/oder dem Gasauslassventil 11 gekoppelt ist.The illustrated
Die Nockenwelle 27 ist beispielsweise drehbar mit einer Drehachse D im Pumpengehäuse 25 gelagert. In dem gezeigten Ausführungsbeispiel umfasst die Nockenwelle 27 zumindest einen Nocken 28, wobei der Nocken 28 auch als Mehrfachnocken ausgebildet sein kann. In dem in
Die Pumpeneinheit 25 umfasst im Wesentlichen das Zylindergehäuse 26, die in dem Zylindergehäuse 26 angeordnete Zylinderkammer 311, einen Pumpenkolben 31, einen Stößel 29 und eine Rückstellfeder 33. Das Zylindergehäuse 26, die Zylinderkammer 311, der Pumpenkolben 31, der Stößel 29 und die Rückstellfeder 33 sind bevorzugt entlang einer Längsachse L des Pumpenkolbens 31 zueinander koaxial angeordnet.The
Der Pumpenkolben 31 ist axial bewegbar in der Zylinderkammer 311 des Zylindergehäuses 26 in einer zylindrischen Ausnehmung eines Pumpenkolbenführungsabschnitts 32 des Zylindergehäuses 26 gelagert und steht mit der Nockenwelle 27 in Wirkverbindung. Der Pumpenkolben 31 wird insbesondere durch den Nocken 28 der Nockenwelle 27 in einer Hubbewegung in zumindest annähernd radialer Richtung zur Drehachse D der Nockenwelle 27 angetrieben. Der Pumpenkolben 31 ist axial bewegbar in dem Pumpenkolbenführungsabschnitt 32 geführt, um während eines Saughubs, in
In
Bei dem Pumpen-Auslassventil 3117 der Pumpe 22 handelt es sich in der gezeigten Ausführungsform um ein Rückschlagventil 3118, dass bei einem entsprechend großen Druck in der Zylinderkammer 311 der Pumpe eine Fluidförderung in die Versorgungsleitung 19a hin zum Hochdruckspeicher 20 ermöglicht.In the illustrated embodiment, the
Zum Aufbau eines gewünschten Raildrucks P_rail in dem Druckspeicher 20 wird bereits vor einem erwarteten Motorstart während einer vorgegebenen Zeitdauer die Hochdruckpumpe 22 derart angesteuert, dass sie einen selbstansaugenden Betriebszustand aufweist und der Aktuator wird derart angesteuert, dass sich die Nockenwelle 27 zumindest einmal in die erste Richtung und zumindest einmal in die zweite Richtung in dem vorgegebenen Winkelbereich um ihre Längsachse dreht.In order to build up a desired rail pressure P_rail in the
In dem in
Bevor der Motor, beispielsweise des Kraftfahrzeugs, gestartet wird, wird die Nockenwelle 27, beispielsweise mittels des zumindest einen Aktuator des variablen Ventiltriebs 50, hin- und herbewegt. Der Raildruck P_rail steigt aufgrund der Hin- und Herbewegungen zumindest näherungsweise stufenförmig an. Der zeitliche Verlauf des Raildrucks P_rail repräsentiert eine Prüfstandsmessung. Der Raildruck P_rail steigt beispielsweise um zirka 7 bis 10 bar an bei einer Nockenwellendrehung von insgesamt 45° (22,5° in die erste Richtung und 22,5° zurück in die zweite Richtung) . Die Nockenwelle 27 wurde in dem gezeigten Beispiel mit einer Winkelgeschwindigkeit von 75°/s gedreht. Ein Einspritzfreigabedruck von größer 60 bar kann so innerhalb einer Zeitdauer von weniger als zwei Sekunden erreicht werden. Die Zeitdauer ist auch abhängig von einer Ausgestaltung der Hochdruckpumpe 22.Before the engine, for example of the motor vehicle, is started, the
Ferner zeigt
Claims (7)
- Method for operating an internal combustion engine (1) which comprises a pressure accumulator (20), a high-pressure pump (22), a controllable actuator and a rotatably mounted camshaft (27) with a longitudinal axis, wherein- the high-pressure pump (22) has a cylinder chamber (311) and a pump piston (31) which is arranged movably in the cylinder chamber (311) and which is at least indirectly supported on the camshaft (27) and thus influences a free volume of the cylinder chamber (311) in a manner dependent on a rotation of the camshaft (27),- the cylinder chamber (311) of the high-pressure pump (22) is hydraulically at least indirectly coupled to a pressure accumulator (20) in order to deliver the fluid into the pressure accumulator (20),- the actuator is designed and arranged to drive the camshaft (27) such that the camshaft (27) rotates in a first direction or in an opposite second direction in a predefined angle range about its longitudinal axis, and in which the method comprises the following steps:- during a predefined time period prior to an expected engine start, the high-pressure pump (22) is activated so as to adopt a self-priming operating state, and the actuator is activated such that the camshaft (27) rotates at least once in the first direction and at least once in the second direction in the predefined angle range about its longitudinal axis.
- Method according to Claim 1,
in which the predefined time period lies immediately prior to the expected engine start. - Method according to Claim 1 or 2,
in which, during the predefined time period, the actuator is activated such that the camshaft (27) rotates in each case initially in the first direction and subsequently in the second direction in the predefined angle range about its longitudinal axis several times until a predefined injection enable pressure prevails in the pressure accumulator (20). - Method according to one of the preceding claims,
in which the internal combustion engine (1) has a variable valve drive (50) and the camshaft (27) is coupled to a gas inlet valve (8) and/or to a gas outlet valve (11) of a combustion chamber of the internal combustion engine (1), and the actuator is arranged and designed to control an opening and/or closing time of the gas inlet valve (8) or gas outlet valve by driving and/or adjusting the camshaft (27). - Method according to Claim 4,
in which the variable valve drive (50) has an electric variable valve drive. - Method according to one of the preceding claims, in which the high-pressure pump (22) comprises a digitally switching high-pressure pump.
- Device for operating an internal combustion engine (1), which device is designed for carrying out the method according to one of Claims 1 to 6.
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DE102012218525.9A DE102012218525B4 (en) | 2012-10-11 | 2012-10-11 | Method and device for operating an internal combustion engine |
PCT/EP2013/070704 WO2014056798A1 (en) | 2012-10-11 | 2013-10-04 | Method and device for operating an internal combustion engine |
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EP (1) | EP2906803B1 (en) |
JP (1) | JP2015534625A (en) |
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US20080115770A1 (en) * | 2006-11-16 | 2008-05-22 | Merchant Jack A | Pump with torque reversal avoidance feature and engine system using same |
DE102008008117A1 (en) | 2008-02-08 | 2009-08-13 | Schaeffler Kg | Method for adjusting a camshaft of an internal combustion engine and internal combustion engine with an adjustable camshaft |
JP4988681B2 (en) * | 2008-09-30 | 2012-08-01 | 日立オートモティブシステムズ株式会社 | High pressure fuel pump control device for internal combustion engine |
US7832374B2 (en) * | 2008-10-21 | 2010-11-16 | Gm Global Technology Operations, Inc. | Fuel pressure amplifier |
DE102008054513A1 (en) * | 2008-12-11 | 2010-06-17 | Robert Bosch Gmbh | Method for operating a fuel injection system of an internal combustion engine |
US8965667B2 (en) * | 2012-06-27 | 2015-02-24 | GM Global Technology Operations LLC | Engine startup method |
DE102012218525B4 (en) | 2012-10-11 | 2015-06-03 | Continental Automotive Gmbh | Method and device for operating an internal combustion engine |
-
2012
- 2012-10-11 DE DE102012218525.9A patent/DE102012218525B4/en not_active Expired - Fee Related
-
2013
- 2013-10-04 JP JP2015536072A patent/JP2015534625A/en active Pending
- 2013-10-04 US US14/427,506 patent/US9518545B2/en active Active
- 2013-10-04 CN CN201380053047.8A patent/CN104704223B/en active Active
- 2013-10-04 EP EP13785826.2A patent/EP2906803B1/en active Active
- 2013-10-04 KR KR1020157010399A patent/KR102122622B1/en active IP Right Grant
- 2013-10-04 WO PCT/EP2013/070704 patent/WO2014056798A1/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
CN104704223B (en) | 2017-09-05 |
JP2015534625A (en) | 2015-12-03 |
KR20150065747A (en) | 2015-06-15 |
DE102012218525A1 (en) | 2014-04-17 |
KR102122622B1 (en) | 2020-06-15 |
WO2014056798A1 (en) | 2014-04-17 |
CN104704223A (en) | 2015-06-10 |
US20150247480A1 (en) | 2015-09-03 |
US9518545B2 (en) | 2016-12-13 |
EP2906803A1 (en) | 2015-08-19 |
DE102012218525B4 (en) | 2015-06-03 |
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