EP3209879B1 - Method for controlling an electrically controllable suction valve - Google Patents

Method for controlling an electrically controllable suction valve Download PDF

Info

Publication number
EP3209879B1
EP3209879B1 EP15781621.6A EP15781621A EP3209879B1 EP 3209879 B1 EP3209879 B1 EP 3209879B1 EP 15781621 A EP15781621 A EP 15781621A EP 3209879 B1 EP3209879 B1 EP 3209879B1
Authority
EP
European Patent Office
Prior art keywords
pressure
suction valve
pressure pump
pump
fuel
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.)
Active
Application number
EP15781621.6A
Other languages
German (de)
French (fr)
Other versions
EP3209879A1 (en
Inventor
Achim Koehler
Frieder Necker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3209879A1 publication Critical patent/EP3209879A1/en
Application granted granted Critical
Publication of EP3209879B1 publication Critical patent/EP3209879B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • 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
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed

Definitions

  • the invention relates to a method for controlling an electrically controllable suction valve for regulating the delivery rate of a high-pressure pump in a fuel injection system, in particular in a common rail injection system, of an internal combustion engine, according to the preamble of claim 1.
  • a high pressure pump in a fuel injection system in particular in a common rail injection system, is characterized by the DE 10 2014 202 102 A1 known and serves to promote fuel at high pressure.
  • the high-pressure pump has at least one pump element with a high-pressure element space in which the fuel is compressed.
  • the fuel delivered at high pressure is then fed to a high-pressure accumulator, the so-called rail, via a high-pressure outlet.
  • the fuel under high pressure is then injected into a combustion chamber of the internal combustion engine via injection valves connected to the high-pressure accumulator.
  • a high-pressure element chamber of a high-pressure pump is filled via an electrically controllable suction valve.
  • the electrically controllable suction valve is used to control the volume.
  • the electrically controllable suction valve can be designed as a normally open or as a normally closed valve. In both cases, a magnetic actuator usually acts on a valve member of the suction valve in order to close or open it against the spring force of a spring.
  • the quantity control via an electrically controllable suction valve generally takes place in such a way that the suction valve remains open during the suction phase of the high-pressure pump in order to fill the high-pressure element space of the high-pressure pump almost completely with fuel. This means that a defined amount of fuel has not yet been metered. This only happens in the subsequent delivery phase, in which the suction valve remains open until an excessive amount of fuel has been displaced from the high-pressure element chamber back into the inlet area of the high-pressure pump.
  • the closing time of the suction valve during the delivery phase therefore determines the delivery rate of the high-pressure pump and the pressure build-up in the high-pressure element chamber. If the time at which the suction valve closes is delayed, this also delays the build-up of pressure in the high-pressure element chamber.
  • Lubrication in an engine room of the known high-pressure pump takes place by means of fuel passing through the high-pressure element chamber between the pump piston and its guidance in the pump element.
  • the known high-pressure pump provides that, by appropriately controlling the suction valve, an increased pressure is constantly maintained in the high-pressure element room and fuel leaks into the engine room as a result of the leakage.
  • the components arranged in the engine compartment are lubricated, but are also loaded due to the increased pressure in the high-pressure element.
  • a high-pressure pump in which the high-pressure element chamber is also filled via an electrically controllable suction valve.
  • the time at which the suction valve is activated to close it occurs at the time at which a pressure wave generated by the pump piston of the pump element arrives at the suction valve.
  • the time at which the suction valve is activated to close it can be delayed compared to the bottom dead center of the pump piston.
  • the suction valve In order to deliver fuel at high pressure, the suction valve must be closed, otherwise no pressure can be built up in the high-pressure element chamber of the high-pressure pump.
  • the pressure that builds up in the high-pressure element chamber when the suction valve is closed puts a load on the engine components of the high-pressure pump, since they have to work against this pressure.
  • the load can be minimized by providing a sufficient amount of fuel to lubricate the engine components.
  • this is not always possible, however, so that the lubrication conditions in the engine room of the high-pressure pump are insufficient. External influences, such as high outside temperatures, can lead to the same result. The result is increased wear on the engine components.
  • the invention is therefore based on the object of specifying a method for controlling an electrically controllable suction valve for regulating the delivery rate of a high-pressure pump, which has a positive effect on the robustness of the high-pressure pump.
  • the specified method is intended to reduce wear in the area of the high-pressure pump engine.
  • the suction valve becomes the lubrication conditions in an engine room as a function of at least one parameters influencing the high-pressure pump delayed the closing of the suction valve, the parameters being the fuel temperature and / or the fuel pressure in the engine compartment.
  • the suction valve can thus depend on the actual lubrication conditions in the engine room the high-pressure pump can be controlled, the parameter serving as a trigger for controlling the suction valve.
  • the suction valve Via a control unit connected to the suction valve, the suction valve is preferably controlled such that it initially remains open in the event of insufficient lubrication conditions in order to prevent pressure build-up in the high-pressure element chamber of the high-pressure pump. If a sufficient amount of fuel is then available to lubricate the engine components, which is indicated by the at least one parameter, the suction valve can be closed. In the case of a suction valve designed as a normally open valve, the magnetic actuator is energized for this purpose. In the case of a suction valve designed as a normally closed valve, the energization of the magnetic actuator is ended for this purpose.
  • the method according to the invention accordingly ensures that a pressure build-up in the high-pressure element chamber of the high-pressure pump only takes place when the lubrication conditions in the region of the engine of the high-pressure pump are to be assessed as sufficient. This is particularly the case if there is sufficient fuel in the engine compartment to form a hydrodynamic lubricating film.
  • a hydrodynamic lubricating film serves to reduce the friction in the contact area of two engine components, such as between a roller and a roller shoe of a cam or eccentric engine of the high-pressure pump. The load on the engine components and the closure of these engine components is significantly reduced in this way, so that the robustness of the high-pressure pump increases.
  • a corresponding sensor system for detecting the parameters of fuel temperature and / or fuel pressure is usually already available, so that this can be used.
  • the suction valve be opened when the internal combustion engine stops, so that pressure in the high-pressure element chamber of the high-pressure pump is reduced.
  • the pressure reduction in the high-pressure element chamber of the high-pressure pump has no effect on the pressure in the connected rail, since the high-pressure outlet is usually realized by a check valve, so that it is ensured that a sufficiently high rail pressure is available when the internal combustion engine is started again.
  • the pressure reduction in the high-pressure element chamber of the high-pressure pump primarily serves to reduce the load on the engine components. If the suction valve is opened when the internal combustion engine stops, fuel is pushed out of the high-pressure element chamber back into the inlet area of the high-pressure pump until there is extensive pressure equalization. Since there is low pressure in the inlet area, the pressure in the high-pressure element chamber drops.
  • a suction valve designed as a normally open valve is used.
  • the suction valve is controlled in such a way that a control current is always applied when the suction valve is to be closed.
  • the closing time of the suction valve can therefore be determined via the control.
  • a suction valve designed as a normally closed valve be used when carrying out the method according to the invention.
  • the control current In order to close the suction valve, the control current must be removed. The closing time of the suction valve can then be determined in turn.
  • the method according to the invention enables largely low-wear operation of the high-pressure pump. This increases the robustness of the high pressure pump. The method is therefore particularly suitable for fuel injection systems that are intended for fuel-critical markets.
  • the starting pressure which is currently limited to 300 bar in common-rail high-pressure pumps, can be freely applied to internal combustion engines which have an automatic start-stop system.
  • a positive side effect is that there are no longer any temperature limits that currently apply to automatic start-stop systems.
  • the current rule is that automatic start-stop operation is only permitted at temperatures below 60 ° C.
  • the proposed method for controlling the suction valve also enables the internal combustion engine to be started quickly, since the rail pressure remains unaffected.
  • any rail pressure can be allowed without violating any limit values. This means that the problem of "start against pressure" is no longer relevant.
  • the pump piston 5 can be driven in one stroke movement by means of an engine 3, which in the present case is designed as a cam engine.
  • an engine 3 which in the present case is designed as a cam engine.
  • fuel present in the high-pressure element chamber 4 is compressed and then fed to a high-pressure accumulator (not shown) via a high-pressure outlet 9.
  • the high-pressure element chamber 4 is filled with fuel via an electrically controllable suction valve 1, which in the present case is designed as a normally open valve.
  • the suction valve 1 has a valve tappet 8 which opens into the high-pressure element chamber 4 of the high-pressure pump 2 and which can be actuated via a magnetic actuator (not shown). As a normally open valve, the magnetic actuator must be energized to close the suction valve 1. In the Fig. 1 the current supply is indicated by the arrows 10.
  • the closing time of the suction valve 1 determines the delivery rate of the high-pressure pump 2 when the control according to the representation of the Fig. 2 he follows.
  • the period of the energization falls in the delivery phase of the high-pressure pump 2.
  • the pump piston 5 executes a delivery stroke, that is to say that it moves from a bottom dead center (UT) to one top dead center (OT) moves (see dashed line).
  • the suction valve 1 remains open (see dash-dotted line), so that no pressure can build up in the high-pressure element chamber 4 (see dotted line). The pressure builds up only when the suction valve 1 closes. Since it is a normally open valve, the suction valve 1 must be energized for this. The time of energization or the closing time of the suction valve 1 accordingly determines the delivery rate of the high-pressure pump 2.
  • the closing time is delayed when the internal combustion engine starts, in order to allow pressure to build up in the high-pressure element chamber 4 only when it is ensured that sufficient fuel is available to lubricate the engine 3.
  • the time delay can be up to one second, in particular to enable the formation of a hydrodynamic lubricating film between the components of the engine 3.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Description

Die Erfindung betrifft ein Verfahren zur Ansteuerung eines elektrisch ansteuerbaren Saugventils zur Regelung der Fördermenge einer Hochdruckpumpe in einem Kraftstoffeinspritzsystem, insbesondere in einem Common-Rail-Einspritzsystem, einer Brennkraftmaschine, gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a method for controlling an electrically controllable suction valve for regulating the delivery rate of a high-pressure pump in a fuel injection system, in particular in a common rail injection system, of an internal combustion engine, according to the preamble of claim 1.

Stand der TechnikState of the art

Eine Hochdruckpumpe in einem Kraftstoffeinspritzsystem, insbesondere in einem Common-Rail-Einspritzsystem, ist durch die DE 10 2014 202 102 A1 bekannt und dient der Förderung von Kraftstoff auf Hochdruck. Hierzu weist die Hochdruckpumpe mindestens ein Pumpenelement mit einem Hochdruck-Elementraum auf, in dem der Kraftstoff komprimiert wird. Der auf Hochdruck geförderte Kraftstoff wird anschließend über einen Hochdruckabgang einem Hochdruckspeicher, dem so genannten Rail, zugeführt. Über an den Hochdruckspeicher angeschlossene Einspritzventile wird dann der unter hohem Druck stehende Kraftstoff in einen Brennraum der Brennkraftmaschine eingespritzt.A high pressure pump in a fuel injection system, in particular in a common rail injection system, is characterized by the DE 10 2014 202 102 A1 known and serves to promote fuel at high pressure. For this purpose, the high-pressure pump has at least one pump element with a high-pressure element space in which the fuel is compressed. The fuel delivered at high pressure is then fed to a high-pressure accumulator, the so-called rail, via a high-pressure outlet. The fuel under high pressure is then injected into a combustion chamber of the internal combustion engine via injection valves connected to the high-pressure accumulator.

Die Befüllung eines Hochdruck-Elementraums einer Hochdruckpumpe erfolgt über ein elektrisch ansteuerbares Saugventil. Zur Mengenregelung wird das elektrisch ansteuerbare Saugventil eingesetzt. Das elektrisch ansteuerbare Saugventil kann dabei als stromlos offenes oder als stromlos geschlossenes Ventil ausgebildet sein. In beiden Fällen wirkt üblicherweise ein Magnetsteller auf ein Ventilglied des Saugventils ein, um dieses entgegen der Federkraft einer Feder zu schließen oder zu öffnen.A high-pressure element chamber of a high-pressure pump is filled via an electrically controllable suction valve. The electrically controllable suction valve is used to control the volume. The electrically controllable suction valve can be designed as a normally open or as a normally closed valve. In both cases, a magnetic actuator usually acts on a valve member of the suction valve in order to close or open it against the spring force of a spring.

Die Mengenregelung über ein elektrisch ansteuerbares Saugventil erfolgt in der Regel in der Weise, dass das Saugventil während der Saugphase der Hochdruckpumpe geöffnet bleibt, um den Hochdruck-Elementraum der Hochdruckpumpe nahezu vollständig mit Kraftstoff zu füllen. Damit ist noch keine Zumessung einer definierten Kraftstoffmenge erfolgt. Dies geschieht erst in der anschließenden Förderphase, in der das Saugventil solange geöffnet bleibt bis eine überschüssige Menge Kraftstoff aus dem Hochdruck-Elementraum zurück in den Zulaufbereich der Hochdruckpumpe verdrängt wurde. Der Schließzeitpunkt des Saugventils während der Förderphase bestimmt demnach die Fördermenge der Hochdruckpumpe und den Druckaufbau im Hochdruck-Elementraum. Wenn der Zeitpunkt des Schließens des Saugventils zeitlich verzögert wird so wird hierdurch auch der Druckaufbau im Hochdruck-Elementraum zeitlich verzögert.The quantity control via an electrically controllable suction valve generally takes place in such a way that the suction valve remains open during the suction phase of the high-pressure pump in order to fill the high-pressure element space of the high-pressure pump almost completely with fuel. This means that a defined amount of fuel has not yet been metered. This only happens in the subsequent delivery phase, in which the suction valve remains open until an excessive amount of fuel has been displaced from the high-pressure element chamber back into the inlet area of the high-pressure pump. The closing time of the suction valve during the delivery phase therefore determines the delivery rate of the high-pressure pump and the pressure build-up in the high-pressure element chamber. If the time at which the suction valve closes is delayed, this also delays the build-up of pressure in the high-pressure element chamber.

Eine Schmierung in einem Triebwerksraum der bekannten Hochdruckpumpe erfolgt durch aus dem Hochdruck-Elementraum zwischen dem Pumpenkolben und dessen Führung im Pumpenelement hindurchtretenden Kraftstoff. Um eine Schmierung im Triebwerksraum auch dann sicherzustellen wenn durch das Pumpenelement kein Kraftstoff gefördert wird ist bei der bekannten Hochdruckpumpe vorgesehen, dass durch entsprechende Ansteuerung des Saugventils ständig ein erhöhter Druck im Hochdruck-Elementraum erhalten bleibt und infolge der Leckage Kraftstoff in den Triebwerksraum austritt. Hierbei werden zwar die im Triebwerksraum angeordneten Komponenten geschmiert, jedoch infolge des erhöhten Drucks im Hochdruck-Element auch belastet.Lubrication in an engine room of the known high-pressure pump takes place by means of fuel passing through the high-pressure element chamber between the pump piston and its guidance in the pump element. In order to ensure lubrication in the engine room even when no fuel is being conveyed by the pump element, the known high-pressure pump provides that, by appropriately controlling the suction valve, an increased pressure is constantly maintained in the high-pressure element room and fuel leaks into the engine room as a result of the leakage. In this case, the components arranged in the engine compartment are lubricated, but are also loaded due to the increased pressure in the high-pressure element.

Durch das Dokument WO 03/054381 ist eine Hochdruckpumpe bekannt, bei der der Hochdruck-Elementraum ebenfalls über ein elektrisch ansteuerbares Saugventil befüllt wird. Der Zeitpunkt des Ansteuerns des Saugventils zu dessen Schließen erfolgt zu dem Zeitpunkt, zu dem eine durch den Pumpenkolben des Pumpenelements erzeugte Druckwelle am Saugventil ankommt. Der Zeitpunkt des Ansteuerns des Saugventils zu dessen Schließen kann gegenüber dem unteren Totpunkt des Pumpenkolbens verzögert erfolgen. Eine Berücksichtigung der Schmierbedingungen in einem Triebwerksraum der Hochdruckpumpe bei der Ansteuerung des Saugventils ist bei dieser Hochdruckpumpe nicht vorgesehen.Through the document WO 03/054381 a high-pressure pump is known in which the high-pressure element chamber is also filled via an electrically controllable suction valve. The time at which the suction valve is activated to close it occurs at the time at which a pressure wave generated by the pump piston of the pump element arrives at the suction valve. The time at which the suction valve is activated to close it can be delayed compared to the bottom dead center of the pump piston. A consideration of the lubrication conditions in an engine room of the high pressure pump when controlling the suction valve is not provided for in this high pressure pump.

Zur Förderung von Kraftstoff auf Hochdruck muss das Saugventil geschlossen sein, da ansonsten kein Druck im Hochdruck-Elementraum der Hochdruckpumpe aufgebaut werden kann. Der sich bei geschlossenem Saugventil im Hochdruck-Elementraum aufbauende Druck belastet die Triebwerkskomponenten der Hochdruckpumpe, da diese gegen diesen Druck arbeiten müssen. Die Belastung kann dadurch minimiert werden, dass eine ausreichende Menge Kraftstoff zur Schmierung der Triebwerkskomponenten zur Verfügung gestellt wird. In Abhängigkeit vom jeweiligen Betriebszustand der Brennkraftmaschine, beispielsweise bei kleinen Drehzahlen oder Neustart der Brennkraftmaschine, ist dies jedoch nicht immer möglich, so dass die Schmierbedingungen im Triebwerksraum der Hochdruckpumpe unzureichend sind. Zum gleichen Ergebnis können externe Einflüsse, wie beispielsweise hohe Außentemperaturen, führen. Die Folge ist ein erhöhter Verschleiß an den Triebwerkskomponenten.In order to deliver fuel at high pressure, the suction valve must be closed, otherwise no pressure can be built up in the high-pressure element chamber of the high-pressure pump. The pressure that builds up in the high-pressure element chamber when the suction valve is closed puts a load on the engine components of the high-pressure pump, since they have to work against this pressure. The load can be minimized by providing a sufficient amount of fuel to lubricate the engine components. Depending on the respective operating state of the internal combustion engine, for example at low speeds or restarting the internal combustion engine, this is not always possible, however, so that the lubrication conditions in the engine room of the high-pressure pump are insufficient. External influences, such as high outside temperatures, can lead to the same result. The result is increased wear on the engine components.

Der Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren zur Ansteuerung eines elektrisch ansteuerbaren Saugventils zur Regelung der Fördermenge einer Hochdruckpumpe anzugeben, das einen positiven Effekt auf die Robustheit der Hochdruckpumpe hat. Insbesondere soll durch das angegebene Verfahren der Verschleiß im Bereich des Triebwerks der Hochdruckpumpe gemindert werden.The invention is therefore based on the object of specifying a method for controlling an electrically controllable suction valve for regulating the delivery rate of a high-pressure pump, which has a positive effect on the robustness of the high-pressure pump. In particular, the specified method is intended to reduce wear in the area of the high-pressure pump engine.

Zur Lösung der Aufgabe wird das Verfahren mit den Merkmalen des Anspruchs 1 vorgeschlagen. Vorteilhafte Weiterbildungen der Erfindung sind den Unteransprüchen zu entnehmen.To achieve the object, the method with the features of claim 1 is proposed. Advantageous developments of the invention can be found in the subclaims.

Offenbarung der ErfindungDisclosure of the invention

Bei dem vorgeschlagenen erfindungsgemäßen Verfahren zur Ansteuerung eines elektrisch ansteuerbaren Saugventils zur Regelung der Fördermenge einer Hochdruckpumpe in einem Kraftstoffeinspritzsystem, insbesondere in einem Common-Rail-Einspritzsystem, einer Brennkraftmaschine, wird beim Start der Brennkraftmaschine das Saugventil in Abhängigkeit von mindestens einem die Schmierbedingungen in einem Triebwerksraum der Hochdruckpumpe beeinflussenden Parameter das Schließen des Saugventils zeitlich verzögert, wobei als Parameter die Kraftstofftemperatur und/oder der Kraftstoffdruck im Triebwerksraum verwendet wird. Das Saugventil kann somit in Abhängigkeit von den tatsächlichen Schmierbedingungen im Triebwerksraum der Hochdruckpumpe angesteuert werden, wobei der Parameter als Trigger für die Ansteuerung des Saugventils dient.In the proposed method according to the invention for controlling an electrically controllable suction valve for regulating the delivery rate of a high-pressure pump in a fuel injection system, in particular in a common rail injection system, of an internal combustion engine, when the internal combustion engine starts, the suction valve becomes the lubrication conditions in an engine room as a function of at least one parameters influencing the high-pressure pump delayed the closing of the suction valve, the parameters being the fuel temperature and / or the fuel pressure in the engine compartment. The suction valve can thus depend on the actual lubrication conditions in the engine room the high-pressure pump can be controlled, the parameter serving as a trigger for controlling the suction valve.

Über eine mit dem Saugventil verbundene Steuereinheit wird das Saugventil bevorzugt derart angesteuert, dass es bei unzureichenden Schmierbedingungen zunächst geöffnet bleibt, um einen Druckaufbau im Hochdruck-Elementraum der Hochdruckpumpe zu verhindern. Steht dann eine ausreichende Menge Kraftstoff zur Schmierung der Triebwerkskomponenten zur Verfügung, was wiederum durch den mindestens einen Parameter angezeigt wird, kann das Saugventil geschlossen werden. Bei einem als stromlos offenes Ventil ausgebildeten Saugventil wird hierzu der Magnetsteller bestromt. Bei einem als stromlos geschlossenes Ventil ausgebildeten Saugventil wird hierzu die Bestromung des Magnetstellers beendet.Via a control unit connected to the suction valve, the suction valve is preferably controlled such that it initially remains open in the event of insufficient lubrication conditions in order to prevent pressure build-up in the high-pressure element chamber of the high-pressure pump. If a sufficient amount of fuel is then available to lubricate the engine components, which is indicated by the at least one parameter, the suction valve can be closed. In the case of a suction valve designed as a normally open valve, the magnetic actuator is energized for this purpose. In the case of a suction valve designed as a normally closed valve, the energization of the magnetic actuator is ended for this purpose.

Durch das erfindungsgemäße Verfahren ist demnach sichergestellt, dass ein Druckaufbau im Hochdruck-Elementraum der Hochdruckpumpe erst dann erfolgt, wenn die Schmierbedingungen im Bereich des Triebwerks der Hochdruckpumpe als ausreichend zu bewerten sind. Dies ist insbesondere der Fall, wenn eine zur Ausbildung eines hydrodynamischen Schmierfilms ausreichende Menge Kraftstoff im Triebwerksraum vorhanden ist. Ein hydrodynamischer Schmierfilm dient der Verringerung der Reibung im Kontaktbereich zweier Triebwerkskomponenten, wie beispielsweise zwischen einer Rolle und einem Rollenschuh eines Nocken- oder Exzentertriebwerks der Hochdruckpumpe. Die Belastung der Triebwerkskomponenten sowie der Verschließ an diesen Triebwerkskomponenten wird auf diese Weise deutlich gemindert, so dass die Robustheit der Hochdruckpumpe steigt.The method according to the invention accordingly ensures that a pressure build-up in the high-pressure element chamber of the high-pressure pump only takes place when the lubrication conditions in the region of the engine of the high-pressure pump are to be assessed as sufficient. This is particularly the case if there is sufficient fuel in the engine compartment to form a hydrodynamic lubricating film. A hydrodynamic lubricating film serves to reduce the friction in the contact area of two engine components, such as between a roller and a roller shoe of a cam or eccentric engine of the high-pressure pump. The load on the engine components and the closure of these engine components is significantly reduced in this way, so that the robustness of the high-pressure pump increases.

Eine entsprechende Sensorik zur Erfassung der Kenngrößen Kraftstofftemperatur und/oder Kraftstoffdruck ist in der Regel bereits vorhanden, so dass hierauf zurückgegriffen werden kann.A corresponding sensor system for detecting the parameters of fuel temperature and / or fuel pressure is usually already available, so that this can be used.

In Weiterbildung der Erfindung wird vorgeschlagen, dass beim Stopp der Brennkraftmaschine das Saugventil geöffnet wird, so dass Druck im Hochdruck-Elementraum der Hochdruckpumpe abgebaut wird. Der Druckabbau im Hochdruck-Elementraum der Hochdruckpumpe hat keine Auswirkungen auf den Druck im angeschlossenen Rail, da der Hochdruckabgang in der Regel durch ein Rückschlagventil realisiert wird, so dass sichergestellt ist, dass ein ausreichend hoher Raildruck beim erneuten Start der Brennkraftmaschine zur Verfügung steht. Der Druckabbau im Hochdruck-Elementraum der Hochdruckpumpe dient vorrangig der Verringerung der Belastung der Triebwerkskomponenten. Denn wird das Saugventil beim Stopp der Brennkraftmaschine geöffnet, wird Kraftstoff aus dem Hochdruck-Elementraum zurück in den Zulaufbereich der Hochdruckpumpe geschoben, bis sich ein weitgehender Druckausgleich einstellt. Da im Zulaufbereich Niederdruck herrscht, sinkt der Druck im Hochdruck-Elementraum.In a development of the invention, it is proposed that the suction valve be opened when the internal combustion engine stops, so that pressure in the high-pressure element chamber of the high-pressure pump is reduced. The pressure reduction in the high-pressure element chamber of the high-pressure pump has no effect on the pressure in the connected rail, since the high-pressure outlet is usually realized by a check valve, so that it is ensured that a sufficiently high rail pressure is available when the internal combustion engine is started again. The pressure reduction in the high-pressure element chamber of the high-pressure pump primarily serves to reduce the load on the engine components. If the suction valve is opened when the internal combustion engine stops, fuel is pushed out of the high-pressure element chamber back into the inlet area of the high-pressure pump until there is extensive pressure equalization. Since there is low pressure in the inlet area, the pressure in the high-pressure element chamber drops.

Gemäß einer ersten bevorzugten Ausführungsform der Erfindung wird ein als stromlos offenes Ventil ausgebildetes Saugventil verwendet. Die Ansteuerung des Saugventils erfolgt in der Weise, dass ein Ansteuerstrom immer dann angelegt wird, wenn das Saugventil geschlossen werden soll. Über die Ansteuerung ist demnach der Schließzeitpunkt des Saugventils festlegbar.According to a first preferred embodiment of the invention, a suction valve designed as a normally open valve is used. The suction valve is controlled in such a way that a control current is always applied when the suction valve is to be closed. The closing time of the suction valve can therefore be determined via the control.

Alternativ wird vorgeschlagen, dass ein als stromlos geschlossenes Ventil ausgebildetes Saugventil bei der Durchführung des erfindungsgemäßen Verfahrens verwendet wird. Um das Saugventil zu schließen, muss der Ansteuerstrom weggenommen werden. Hierüber ist dann wiederum der Schließzeitpunkt des Saugventils festlegbar.Alternatively, it is proposed that a suction valve designed as a normally closed valve be used when carrying out the method according to the invention. In order to close the suction valve, the control current must be removed. The closing time of the suction valve can then be determined in turn.

Unabhängig davon, ob ein als stromlos offenes oder als stromlos geschlossenes Ventil ausgebildetes Saugventil verwendet wird, ermöglicht das erfindungsgemäße Verfahren einen weitgehend verschleißarmen Betrieb der Hochdruckpumpe. Die Robustheit der Hochdruckpumpe wird somit gesteigert. Das Verfahren eignet sich daher insbesondere für Kraftstoffeinspritzsysteme, die für kraftstoffkritische Märkte gedacht sind.Regardless of whether a suction valve designed as a normally open or a normally closed valve is used, the method according to the invention enables largely low-wear operation of the high-pressure pump. This increases the robustness of the high pressure pump. The method is therefore particularly suitable for fuel injection systems that are intended for fuel-critical markets.

Ferner kann bei Brennkraftmaschinen, die eine Start-Stopp Automatik aufweisen, der Startdruck, der derzeit bei Common-Rail-Hochdruckpumpen auf 300 bar beschränkt ist, frei appliziert werden. Ein positiver Nebeneffekt ist, dass auch keine Temperaturbegrenzungen mehr eingehalten werden müssen, die derzeit für Start-Stopp Automatiken gelten. Derzeit gilt, dass der Betrieb einer Start-Stopp Automatik nur bei Temperaturen von weniger als 60°C erlaubt ist.Furthermore, the starting pressure, which is currently limited to 300 bar in common-rail high-pressure pumps, can be freely applied to internal combustion engines which have an automatic start-stop system. A positive side effect is that there are no longer any temperature limits that currently apply to automatic start-stop systems. The current rule is that automatic start-stop operation is only permitted at temperatures below 60 ° C.

Das vorgeschlagene Verfahren zur Ansteuerung des Saugventils ermöglicht weiterhin einen schnellen Start der Brennkraftmaschine, da der Raildruck unbeeinflusst bleibt.The proposed method for controlling the suction valve also enables the internal combustion engine to be started quickly, since the rail pressure remains unaffected.

Zudem kann ein beliebiger Railstanddruck erlaubt werden, ohne etwaige Grenzwerte zu verletzen. Das heißt, dass die Problematik "Start gegen Druck" nicht mehr relevant ist.In addition, any rail pressure can be allowed without violating any limit values. This means that the problem of "start against pressure" is no longer relevant.

Die Erfindung wird nachfolgend anhand der beigefügten Zeichnungen näher erläutert. Diese zeigen:

  • Fig. 1 eine schematische Darstellung einer Kraftstoffhochdruckpumpe mit einem elektrisch ansteuerbaren Saugventil zur Regelung der Fördermenge der Hochdruckpumpe und
  • Fig. 2 ein Diagramm zur Darstellung einer bevorzugten Ansteuerung eines als stromlos offenes Ventil ausgebildeten Saugventils.
The invention is explained below with reference to the accompanying drawings. These show:
  • Fig. 1 a schematic representation of a high pressure fuel pump with an electrically controllable suction valve for regulating the delivery rate of the high pressure pump and
  • Fig. 2 a diagram showing a preferred control of a suction valve designed as a normally open valve.

Ausführliche Beschreibung der ZeichnungenDetailed description of the drawings

Die in der Figur 1 sehr schematisch dargestellte Hochdruckpumpe 2 für ein Common-Rail-Einspritzsystem umfasst ein Pumpenelement mit einem Pumpenkolben 5, der zur Begrenzung eines Hochdruck-Elementraums 4 in einer Zylinderbohrung 6 eines Gehäuseteils 7 der Hochdruckpumpe 2 hubbeweglich aufgenommen ist. Über ein Triebwerk 3, das vorliegend als Nockentriebwerk ausgebildet ist, ist der Pumpenkolben 5 in einer Hubbewegung antreibbar. Im Förderhub des Pumpenkolbens, während dessen sich das Volumen im Hochdruck-Elementraum 4 verkleinert, wird im Hochdruck-Elementraum 4 vorhandener Kraftstoff komprimiert und anschließend über einen Hochdruckabgang 9 einem Hochdruckspeicher (nicht dargestellt) zugeführt. Die Befüllung des Hochdruck-Elementraums 4 mit Kraftstoff erfolgt über ein elektrisch ansteuerbares Saugventil 1, das vorliegend als stromlos offenes Ventil ausgebildet ist. Das Saugventil 1 besitzt einen in den Hochdruck-Elementraum 4 der Hochdruckpumpe 2 öffnenden Ventilstößel 8, der über einen Magnetsteller (nicht dargestellt) betätigbar ist. Als stromlos offenes Ventil muss der Magnetsteller bestromt werden, um das Saugventil 1 zu schließen. In der Fig. 1 ist die Bestromung mittels der Pfeile 10 angedeutet.The in the Figure 1 Highly schematically illustrated high pressure pump 2 for a common rail injection system comprises a pump element with a pump piston 5, which is accommodated in a cylinder bore 6 of a housing part 7 of the high pressure pump 2 to limit a high pressure element chamber 4. The pump piston 5 can be driven in one stroke movement by means of an engine 3, which in the present case is designed as a cam engine. In the delivery stroke of the pump piston, during which the volume in the high-pressure element chamber 4 decreases, fuel present in the high-pressure element chamber 4 is compressed and then fed to a high-pressure accumulator (not shown) via a high-pressure outlet 9. The high-pressure element chamber 4 is filled with fuel via an electrically controllable suction valve 1, which in the present case is designed as a normally open valve. The suction valve 1 has a valve tappet 8 which opens into the high-pressure element chamber 4 of the high-pressure pump 2 and which can be actuated via a magnetic actuator (not shown). As a normally open valve, the magnetic actuator must be energized to close the suction valve 1. In the Fig. 1 the current supply is indicated by the arrows 10.

Der Schließzeitpunkt des Saugventils 1 bestimmt die Fördermenge der Hochdruckpumpe 2, wenn die Ansteuerung entsprechend der Darstellung der Fig. 2 erfolgt.The closing time of the suction valve 1 determines the delivery rate of the high-pressure pump 2 when the control according to the representation of the Fig. 2 he follows.

Wie der Fig. 2 zu entnehmen ist, fällt der Zeitraum der Bestromung (durchgezogene Linie) in die Förderphase der Hochruckpumpe 2. Denn während der Bestromung des Saugventils 1 führt der Pumpenkolben 5 einen Förderhub aus, das heißt, dass er sich von einem unteren Totpunkt (UT) zu einem oberen Totpunkt (OT) bewegt (siehe gestrichelte Linie). Zu Beginn des Förderhubs des Pumpenkolbens 5 bleibt das Saugventil 1 geöffnet (siehe strichpunktierte Linie), so dass sich kein Druck im Hochdruck-Elementraum 4 aufzubauen vermag (siehe punktierte Linie). Der Druckaufbau erfolgt erst, wenn das Saugventil 1 schließt. Da es sich um ein stromlos offenes Ventil handelt, muss hierzu das Saugventil 1 bestromt werden. Der Zeitpunkt der Bestromung bzw. der Schließzeitpunkt des Saugventils 1 bestimmt demnach die Fördermenge der Hochdruckpumpe 2.Again Fig. 2 can be seen, the period of the energization (solid line) falls in the delivery phase of the high-pressure pump 2. Because during the energization of the suction valve 1, the pump piston 5 executes a delivery stroke, that is to say that it moves from a bottom dead center (UT) to one top dead center (OT) moves (see dashed line). At the beginning of the delivery stroke of the pump piston 5, the suction valve 1 remains open (see dash-dotted line), so that no pressure can build up in the high-pressure element chamber 4 (see dotted line). The pressure builds up only when the suction valve 1 closes. Since it is a normally open valve, the suction valve 1 must be energized for this. The time of energization or the closing time of the suction valve 1 accordingly determines the delivery rate of the high-pressure pump 2.

Dies macht sich das vorgeschlagene erfindungsgemäße Verfahren zunutze, indem der Schließzeitpunkt beim Start der Brennkraftmaschine zeitlich verzögert wird, um einen Druckaufbau im Hochdruck-Elementraum 4 erst dann zu gestatten, wenn sichergestellt ist, dass ausreichend Kraftstoff zur Schmierung des Triebwerks 3 zur Verfügung steht. Die zeitliche Verzögerung kann bis zu einer Sekunde betragen, um insbesondere die Ausbildung eines hydrodynamischen Schmierfilms zwischen den Komponenten des Triebwerks 3 zu ermöglichen.This makes use of the proposed method according to the invention in that the closing time is delayed when the internal combustion engine starts, in order to allow pressure to build up in the high-pressure element chamber 4 only when it is ensured that sufficient fuel is available to lubricate the engine 3. The time delay can be up to one second, in particular to enable the formation of a hydrodynamic lubricating film between the components of the engine 3.

Claims (4)

  1. Method for controlling an electrically controllable suction valve (1) for controlling the delivery volume of a high-pressure pump (2) in a fuel injection system, in particular in a common-rail injection system, of an internal combustion engine, wherein the pressure buildup in a high-pressure element space (4) of the high-pressure pump (2) is delayed by delaying the closing of the suction valve (1),
    characterized in that when the internal combustion engine starts the suction valve (1) is closed and therefore the pressure buildup in the high-pressure element space (4) of the high-pressure pump (2) is delayed in accordance with at least one parameter which influences the lubrication conditions in a power unit space (3) of the high-pressure pump (2), wherein the delay is preferably 0.1 to 1 second, and in that the fuel temperature and/or the fuel pressure in the power unit space (3) are/is used as parameters.
  2. Method according to Claim 1,
    characterized in that when the internal combustion engine stops the suction valve (1) is opened so that pressure in the high-pressure element space (4) of the high-pressure pump (2) is reduced.
  3. Method according to Claim 1 or 2,
    characterized in that a valve which is open in the currentless state is used as the suction valve (1) .
  4. Method according to Claim 1 or 2,
    characterized in that a valve which is closed in the currentless state is used as the suction valve (1) .
EP15781621.6A 2014-10-24 2015-10-12 Method for controlling an electrically controllable suction valve Active EP3209879B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014221674.5A DE102014221674A1 (en) 2014-10-24 2014-10-24 Method for controlling an electrically controllable suction valve
PCT/EP2015/073560 WO2016062570A1 (en) 2014-10-24 2015-10-12 Method for controlling an electrically controllable suction valve

Publications (2)

Publication Number Publication Date
EP3209879A1 EP3209879A1 (en) 2017-08-30
EP3209879B1 true EP3209879B1 (en) 2020-02-12

Family

ID=54330747

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15781621.6A Active EP3209879B1 (en) 2014-10-24 2015-10-12 Method for controlling an electrically controllable suction valve

Country Status (5)

Country Link
EP (1) EP3209879B1 (en)
KR (1) KR20170072926A (en)
CN (1) CN107148514B (en)
DE (1) DE102014221674A1 (en)
WO (1) WO2016062570A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3068396B1 (en) * 2017-06-30 2021-11-26 Continental Automotive France DIGITAL TYPE HIGH PRESSURE PUMP CONTROL PROCESS
CN109595090B (en) * 2018-12-14 2021-10-29 重庆军通汽车有限责任公司 Control system based on smoke generator
DE102019212286A1 (en) * 2019-08-16 2021-02-18 Robert Bosch Gmbh Method for operating a high pressure pump, control unit

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2290112B (en) * 1992-10-15 1996-03-27 Fuji Heavy Ind Ltd Starting system pressure control method for high pressure direct fuel injection engine
JPH06200857A (en) * 1993-01-08 1994-07-19 Fuji Heavy Ind Ltd Fuel pressure control device for high pressure injection type engine
DE19742180C2 (en) * 1997-09-24 1999-07-08 Siemens Ag Injection system for an internal combustion engine and method for regulating an injection system
DE10162988B4 (en) * 2001-12-20 2004-01-15 Siemens Ag Device and method for regulating the control valve of a high pressure pump
DE102009055037B4 (en) * 2009-12-21 2013-05-29 Ford Global Technologies, Llc Common Rail minimum pressure for fast pressure build-up
DE102010027745A1 (en) * 2010-04-14 2011-10-20 Robert Bosch Gmbh high pressure pump
DE102010061810A1 (en) * 2010-11-23 2012-05-24 Robert Bosch Gmbh Method for operating a fuel system of an internal combustion engine
US8776764B2 (en) * 2011-01-04 2014-07-15 Ford Global Technologies, Llc Fuel system for a multi-fuel engine
JP5630462B2 (en) * 2012-06-19 2014-11-26 株式会社デンソー Fuel injection control device
DE102014202102A1 (en) * 2013-02-12 2014-08-14 Ford Global Technologies, Llc Method of operating direct injection fuel pump of vehicle involves regulating pressure in compression chamber of pump to single pressure during compression stroke while pressure is greater than output pressure of low pressure pump

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CN107148514A (en) 2017-09-08
EP3209879A1 (en) 2017-08-30
CN107148514B (en) 2021-03-02
DE102014221674A1 (en) 2016-04-28
KR20170072926A (en) 2017-06-27
WO2016062570A1 (en) 2016-04-28

Similar Documents

Publication Publication Date Title
EP2705235B1 (en) Method and device for controlling a valve
DE102012105818B4 (en) High pressure pump and method for operating a high pressure pump
DE112015002295B4 (en) Device for controlling a high-pressure pump
DE10061987A1 (en) Method and device for cooling a fuel injection system
DE102004017256B4 (en) Accumulator fuel injection system suitable for avoiding abnormally high pressure
EP3209879B1 (en) Method for controlling an electrically controllable suction valve
EP2643582B1 (en) Method for operating a fuel system of an internal combustion engine
DE112016004267T5 (en) High pressure fuel delivery pump, method of manufacture and method of joining two elements
DE10218024A1 (en) Fuel injection device for an internal combustion engine
WO2016058805A1 (en) Electromagnetically operable inlet valve and high-pressure pump with an inlet valve
EP2694796B1 (en) Pressure relief valve for common rail heavy oil injection systems
EP1327766B1 (en) Method, computer programme and control and/or regulation device for operating an internal combustion engine, and internal combustion engine
DE10139055A1 (en) Method, computer program, control and / or regulating device and fuel system for an internal combustion engine
WO2017157736A1 (en) Method for determining a set value for a manipulated variable for actuating a low pressure pump
WO2018001626A1 (en) Electromagnetically actuatable inlet valve and high-pressure pump comprising an inlet valve
EP2835526A1 (en) Valve assembly for a fuel supply system and fuel supply system
DE102013219396A1 (en) Method for detecting an unwanted closing of an electric suction valve of a high-pressure pump
WO2017157750A1 (en) Method for ascertaining a target value for a regulating variable in order to actuate a low-pressure pump
EP3507474B1 (en) Method for controlling an electromagnetically controllable inlet valve
DE102016212671A1 (en) A driving method for driving an intake valve of a high-pressure fuel pump and fuel injection system
DE102010042582A1 (en) Overflow valve for pressure control in common-rail fuel injection system of combustion engine, has outlet controlled by piston under adjustment of resetting geometry that is designed such that small resetting cross-section is released
DE102015215683A1 (en) A driving method for driving an injector in a fuel injection system and fuel injection system
DE102011089281A1 (en) Method for operating high-pressure fuel pump of fuel injection system for e.g. Otto engine, involves controlling quantity control valve at zero promotion of high-pressure fuel pump so that pressure is generated in pumping chamber
EP2807368B1 (en) Valve block for a high-pressure accumulator of a common rail heavy-fuel injection system
DE19807258C2 (en) Automatic volume flow control valve and injection system with such a control valve

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20170524

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20181130

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20191007

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1232428

Country of ref document: AT

Kind code of ref document: T

Effective date: 20200215

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502015011723

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: ROBERT BOSCH GMBH

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200512

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20200212

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200513

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200612

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200512

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200705

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502015011723

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20201113

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20201012

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201012

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20201031

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201031

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201031

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201031

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201012

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201012

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1232428

Country of ref document: AT

Kind code of ref document: T

Effective date: 20201012

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201012

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200212

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20231031

Year of fee payment: 9

Ref country code: FR

Payment date: 20231023

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20231218

Year of fee payment: 9