EP3445961A1 - Procede d'optimisation d'un temps de redemarrage d'un moteur thermique par pilotage de la pression dans un rail d'injection - Google Patents
Procede d'optimisation d'un temps de redemarrage d'un moteur thermique par pilotage de la pression dans un rail d'injectionInfo
- Publication number
- EP3445961A1 EP3445961A1 EP17715240.2A EP17715240A EP3445961A1 EP 3445961 A1 EP3445961 A1 EP 3445961A1 EP 17715240 A EP17715240 A EP 17715240A EP 3445961 A1 EP3445961 A1 EP 3445961A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- engine
- injection rail
- injection
- rail
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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- 239000007924 injection Substances 0.000 title claims abstract description 189
- 238000000034 method Methods 0.000 title claims abstract description 37
- 239000000446 fuel Substances 0.000 claims abstract description 37
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- 238000012937 correction Methods 0.000 claims description 10
- 230000007423 decrease Effects 0.000 claims description 7
- 238000013475 authorization Methods 0.000 claims description 6
- 238000012549 training Methods 0.000 claims description 6
- 238000001816 cooling Methods 0.000 claims description 4
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- 239000012809 cooling fluid Substances 0.000 claims description 3
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 238000002485 combustion reaction Methods 0.000 claims 1
- 239000000243 solution Substances 0.000 description 7
- 239000003502 gasoline Substances 0.000 description 6
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
-
- 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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/021—Engine 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
- F02D2200/06—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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
-
- 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
- F02M63/023—Means for varying pressure in common rails
- F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
Definitions
- the invention relates to a method for optimizing a restart time of a heat engine by controlling the pressure in a fuel injection rail in the engine when stopping the engine.
- the heat engine advantageously a gasoline engine
- the vehicle may be a hybrid vehicle comprising for its propulsion in addition to the engine a non-thermal engine, for example an electric motor.
- the thermal engine stop phase is always performed from an idle speed, this may result from a constraint due to a turbocharger when it is present. If the engine must be stopped while the engine is at a higher speed than the idle speed, it must go through an idle phase before it can be stopped.
- a heat engine comprises one or more cylinders, an injector being associated with (x) cylinder (s) for supplying fuel to the cylinder or cylinders.
- Fuel passing through a fuel supply system of the engine comprising a fuel tank and a high pressure pump is sent to each injector by an injection rail pressurized in operation up to 200 bar for a gasoline engine .
- the pressure in the injection rail during the stopping phase of the engine is that of the idle speed, located at around 50 bars.
- the engine hotter than the rail will heat the injection rail while cooling gradually during the shutdown time of the engine.
- the pressure in the injection rail will gradually drop as a function of the natural leaks of the high pressure pump and the decrease of the temperature of the injection rail substantially following that of the engine.
- This configuration is called hot shot.
- the temperatures of the engine and the fuel in particular in the injection rail are identical or close to each other. There is therefore no possibility of heating the injection rail by the heat engine and increasing the pressure in the injection rail at the beginning of the stopping time of the heat engine.
- the pressure in the injection rail drops gradually according to the natural leakage of the high pressure pump and the temperature of the engine but faster than in the first case and without having gone through a maximum. This configuration does not present a hot shot.
- performance in restart time must be respected.
- One of the main levers for obtaining this performance in time is obtaining the minimum injection pressure to inject. This may for example be between 35 and 55 bars.
- the optimal solution is to get to stay in the injection rail for as long as possible above the minimum restart injection pressure to inject. fuel in the engine so that fuel can be injected very quickly at the next start-up.
- Figures 1 and 2 illustrate a respective configuration according to the first case detailed above with a high temperature difference ⁇ + between the temperatures of the injection rail and the engine, this respectively for a hot engine MotC and a motor cold MotF.
- Figures 1 and 2 illustrate optimal configurations because to take advantage of the hot blow phenomenon to maximize the stop time spent with a pressure in the rail above the pressure in the minimum rail to inject during a restart.
- Figures 3 and 4 illustrate a respective configuration according to the second case detailed above with a small difference in temperature ⁇ - between the temperatures of the injection rail and the engine, this for a hot engine MotC and a MotF cold engine.
- the Rm engine speed is symbolized by the curve with dots.
- Rm engine speed is just before stopping the engine at idle Rr engine speed and vanishes quickly after stopping the engine.
- the curve with squares symbolizes the pressure in the injection rail or Prail measured in bars, the speed and pressure curves being a function of a time t.
- Figures 1 and 3 show the case of a relatively hot engine MotC while Figures 2 and 4 show the case of a relatively cold engine MotF.
- the pressure in the injection rail starting from an initial injection rail pressure stopped at 50 bars passes in 18 minutes by a maximum of 220 bars before decreasing in the time for, in FIG. 1, respectively reaching a pressure of 35 bar in 92 minutes, ie a total time of 1 10 minutes or, in FIG. 2, arriving respectively at a pressure of 55 bars in 27 minutes, ie a total time 45 minutes in Figure 2.
- the pressure in the injection rail can not go through a maximum due to the small temperature difference ⁇ - between the temperatures of the injection rail and the engine.
- the pressure in the injection rail decreases in 7 minutes to reach a pressure of 35 bar and then becomes zero in 18 minutes in Figure 3 , the engine being a hot engine MotC to this figure.
- Figure 4 which is as in Figure 2 the most unfavorable configuration with a cold engine MotF, starting from an initial injection rail pressure stopped at 50 bar, the pressure in the rail injection becomes zero in 8 minutes.
- the duration of time spent above the minimum rail pressure for injecting is very small, at most 7 minutes, which is linked to the fact that the stop is made at Rr idle speed, with a low associated rail pressure value of about 50 bars.
- the stopping phases of the engine can last up to 1 h 30, with a performance in restart time which is degraded because at each restart, it is necessary that the injection system. rises in pressure to obtain the minimum injection pressure to inject fuel into the engine.
- the document FR-A-2 994 714 describes a process for managing the preparation for (re) starting a gasoline engine for a hybrid vehicle with a transmission of request for preparing the heat engine to a preparation manager controlling at least one engine preparation device to reduce the overall (re) start time of the engine.
- the manager receives several parameters representative of the operation of the engine and determines a recommended waiting time before driving and a necessary drive time of the engine for its (re) start.
- the problem underlying the invention is to anticipate when stopping a heat engine pressure drop in the injection rail associated with the engine so that the pressure in the rail of injection is, during the duration of the stop, as long as possible maintained above a minimum injection pressure to ensure a restart of the engine.
- a method for optimizing a restart time of a motor vehicle engine the heat engine being associated with a fuel injection rail under pressure , the pressure in the injection rail to be above a calibratable threshold as the minimum pressure of injection authorization during the restart of the engine according to a shutdown time of the engine during which the pressure in the injection rail decreases from a so-called initial pressure setpoint at the start of stopping of the heat engine, characterized in that the initial pressure setpoint is determined as a function of a difference between the temperatures of the rail injection and the heat engine, and that it is carried out a forced increase in the pressure in the injection rail ruling at the engine stop to obtain the initial pressure setpoint, the piloting the initial pressure setpoint maximizing an interval of the stopping time during which the pressure in the injection rail is above the minimum allowable injection pressure during the restart.
- the function of controlling the pressure in the injection rail during a stop of the engine of a powertrain makes it possible to optimally manage the pressure in the rail as a function of the difference between the temperature of the engine. fuel in the rail that can be taken as the rail temperature and the temperature of the heat engine that can be taken as the temperature of the coolant. This allows to keep as long as possible, during a prolonged shutdown of the engine, the pressure in the injection rail above the minimum pressure of authorization of the injection during the restart.
- the solution proposed by the present invention avoids having a high pressure pump in the engine fuel supply system more efficient than that currently used, which provides a very strong economic advantage. Indeed, the disadvantage of the pump commonly used was not to be able to quickly increase the pressure during a restart. This is no longer necessary by applying the method according to the present invention, the pressure in the injection rail being maintained as long as possible during a stopping of the vehicle at a pressure level for restarting the engine. The benefits in time of restart are thus improved.
- this increase in pressure being a function of the difference between the temperatures of the injection rail and the heat engine
- the forced increase in pressure is greater plus the difference between the temperatures of the injection rail and the engine.
- thermal is weak. Indeed, when the difference between the temperatures of the injection rail and the heat engine is high, the pressure in the injection rail can rise due to the warming of the rail by the hotter motor with high thermal inertia which begins to occur. cool. This is not the case for a small difference between the temperatures of the injection rail and the engine. In this case, the pressure in the injection rail can only go down as well as the temperature of the injection rail during such a stop.
- the pressure in the injection rail undergone during the phase in which the engine is stopped is estimated to increase from the difference between the temperatures of the injection rail and the engine and the initial pressure setpoint as a function of this estimated pressure increase.
- the estimation of the increase in the pressure in the injection rail comprises a predetermined conversion of the difference between the temperatures of the injection rail and the heat engine into a pressure increase in the rail of the injection rail. injection.
- the estimation of the increase of the pressure in the injection rail comprises the addition of a correction corresponding to a pressure difference between a maximum pressure target in the injection rail and a maximum pressure measured in the injection rail for the difference between the temperatures of the injection rail and the engine.
- this pressure difference is obtained by learning during the shutdown of the heat engine.
- the training begins with a request for stopping the engine, for a defined learning period.
- the learning time is calibrated as a function of the difference in the temperatures of the injection rail and the heat engine).
- the maximum value of rail pressure read is greater than the value contained in a learning variable of the pressure then the old value of the learning variable is replaced by the new value learned.
- the update of the learning of the pressure difference for a given temperature difference is allowed when the learning number reaches a learning threshold.
- the initial pressure setpoint of the injection rail is less than or equal to the maximum operating pressure. injection rail.
- the temperature of the injection rail is the temperature of the fuel at the outlet of a high pressure pump located upstream of the injection rail in a fuel supply system to the engine and the engine temperature.
- Thermal is the temperature of a cooling fluid circulating in a cooling system of the engine.
- the invention relates to a motor vehicle comprising a power unit comprising a heat engine with at least one cylinder, an injector being associated with the cylinder for supplying fuel to said at least one cylinder, the fuel being sent to the injector.
- a power unit comprising a heat engine with at least one cylinder
- an injector being associated with the cylinder for supplying fuel to said at least one cylinder, the fuel being sent to the injector.
- an injection rail pressurized in operation characterized in that at the end of the engine, an initial pressure setpoint in the injection rail is determined according to a difference between temperatures of the injection rail and the heat engine, and that a forced increase of the pressure in the injection rail prevailing at the engine stop is carried out until the initial pressure setpoint is obtained.
- initial pressure being controlled by a computer embedded in the motor vehicle for implementation of a method according to any one of the previously described variants.
- Such a calculator which can be a motor control computer is already present on board the vehicle. It suffices simply to add a specific software dedicated to controlling the pressure in the rail during a stop of the vehicle, which is an inexpensive solution and does not require additional mechanical means. This software part can be integrated without difficulty into the strategy of controlling the pressure in the injection rail during operation of the heat engine already present in the engine control.
- the vehicle is a hybrid vehicle comprising the powertrain and a non-thermal engine for propulsion of the vehicle, the engine of the powertrain being frequently stopped and restarted, the propulsion of the vehicle being provided by the engine other than when the engine is stopped.
- FIGS. 1 and 2 illustrate pressure curves in a fuel injection rail for an engine and engine speed during a stopping of the engine, the engine being relatively hot in FIG. 1 and cold in FIG. 2, a large difference in temperature existing between the injection rail and the motor, the pressure not being controlled according to a method according to the present invention in these figures,
- FIGS. 3 and 4 illustrate pressure curves in a fuel injection rail for an engine and engine speed during a stopping of the engine, the engine being relatively hot in FIG. 3 and cold in FIG. 4, a small difference in temperature existing between the injection rail and the engine, the pressure not being controlled according to a method according to the present invention in these figures,
- FIG. 5 illustrates two curves respectively of pressure in a fuel injection rail for a thermal engine and of engine speed during a stopping of the engine, the pressure being controlled according to a method according to the present invention, the time scale being shown enlarged with respect to FIGS. 1 to 4 showing only the duration of time immediately following a request to stop the motor,
- FIG. 6 is a logic diagram showing the various steps of a method for optimizing a restart time of a motor vehicle engine by controlling the pressure in the injection rail during the stopping of the engine according to an embodiment of the present invention
- FIGS. 7 and 8 illustrate pressure curves in a fuel injection rail for an engine and engine speed during a stopping of the engine, the engine being relatively hot in FIG. 7 and cold in FIG. 8, a small difference in temperature existing between the injection rail and the motor, the pressure in the injection rail being controlled according to a method according to the present invention in these figures.
- the present invention relates to a method for optimizing a restart time of a motor vehicle engine, the engine being associated with a fuel injection rail under pressure.
- this method it is desired to allow the restart of the heat engine in a very short time, the pressure of the injector rail must not go down too low, which allows to shorten the restart time.
- the injection rail is maintained for a period of time as long as possible at least a minimum restart injection pressure to perform the restart of the engine.
- This minimum injection pressure is predetermined and known for each type of engine and corresponds to the pressure in the injection rail necessary to ensure a fuel supply of the engine sufficient for its restart.
- the pressure in the injection rail can however pass at the beginning of this stop by a maximum pressure as shown in Figures 1 and 2 when the difference ⁇ + temperature between the injection rail and the engine is high.
- the engine heats the injection rail and increases the pressure in the injection rail directly after stopping due to its thermal inertia while starting to drop in temperature. Then, the rail and motor temperatures decrease simultaneously.
- the initial pressure setpoint Cons Prail ini is controlled according to a difference ⁇ between the temperatures of the Trail injection rail and the Tmot heat engine.
- the control of the initial pressure setpoint Cons Prail ini maximizes an interval of the stopping time during which the pressure in the injection rail is above the minimum restart injection pressure.
- FIGS. 7 and 8 which show the most unfavorable cases of pressure decrease with a difference ⁇ - of temperature between the injection rail and the relatively small heat engine and which are to be compared with FIGS. and 4 which show cases according to the state of the art, there is a pressure increase in the injection rail starting in the vicinity of the stopping time of the engine.
- the initial pressure of the injection rail must rise to the target pressure Prail M of the injection rail, the target pressure Prail M being less than or equal to the maximum operating pressure of the injection rail.
- the maximum operating pressure of the injection rail may be around 200 to 250 bars for a gasoline engine.
- FIG. 6 illustrates a logic diagram showing the successive steps of the method for optimizing a restart time of a motor vehicle engine according to the invention.
- a pressure estimator 7 in the injection rail in the stopping phase of the engine determines an increase in the pressure APrail ini in the injection rail undergone during the phase where the engine is stopped. This determination is made with, on the one hand, the temperature of the Trail injection rail and, secondly, the temperature of the heat engine Tmot, a difference ⁇ between these two temperatures Trail and Tmot being established.
- the temperature of the Trail injection rail can be measured or estimated.
- This temperature of the Trail injection rail may be the temperature of the fuel output of a high pressure pump located directly upstream of the injection rail in a fuel supply system to the engine.
- the temperature of the heat engine Tmot can be measured or estimated.
- This temperature of the heat engine Tmot can be the temperature of a cooling fluid circulating in a cooling system of the engine.
- the difference ⁇ between these two temperatures Trail and Tmot is transmitted to a pre-established cartography 1 which can be associated with a correction map 2.
- At least the map 1 makes it possible to convert the difference ⁇ between the temperatures of the Trail injection rail and of the heat engine Tmot into a pressure difference APrail ini in the injection rail at the start of stopping the engine.
- the correction map 2 if it is used, makes it possible to optimize the estimation of the pressure difference APrail ini in the injection rail by means of a learning system.
- the pressure in the injection rail of the injection system is controlled, via a mapping 3, at an initial pressure setpoint Cons Prail ini to maximize the time spent above the minimum injection pressure to inject fuel when restarting.
- This pressure set point may be the maximum target pressure value Prail M in the case where the increase of the rail pressure predicted in the stopped thermal engine phase is zero, the maximum operating value may be 220 to 250 bar or more. This is advantageous in the case where the difference ⁇ between the temperatures of the Trail injection rail and the Tmot heat engine is low, that is to say in the case where the pressure in the rail will not increase at the beginning of stopping the engine by a possible heating of the injection rail by the engine.
- this pressure setpoint is lower than the maximum pressure value target Prail M to take into account the increase in rail pressure. predicted and thus not to exceed this maximum operating pressure of the injection rail.
- the application of the initial pressure setpoint Cons Prail ini and the implementation of the method according to the invention can be done according to a request for shutdown of the thermal engine DAmot.
- the method according to the invention can be implemented by a computer, advantageously an engine control of the engine already in charge of the proper operation of the fuel injection system in normal operation of the engine.
- the initial pressure set Cons Prail ini when stopping the heat engine is used the initial pressure set Cons Prail ini to control the pressure of the injection rail during the shutdown of the engine.
- a switch, advantageously virtual, in the computer may be provided for selectively, firstly, suspend the pressure setpoint off stopping Cons Prail HA during the shutdown of the engine by replacing it with the initial pressure setpoint Cons Prail ini and on the other hand, suspend the implementation of the method according to the present invention and the application of the initial pressure setpoint Cons Prail ini during operation of the engine as soon as the engine is started or restarted.
- a learning system 9 there can be provided a learning system 9. Following a learning authorization, the operation of the learning system 9, as may be envisaged in the context of the The present invention is described below:
- a learning block 4 is defined.
- this learning block 4 there are defined variables A1 to Ax of pressure, where x is the dimension of the mapping 1, the variables A1 to Ax being associated each with a temperature difference ⁇ 1 to ⁇ .
- a block 6 for updating the correction map 2 is defined.
- a counter block 5 is defined.
- x variables C1 to Cx for counting the learning number are defined.
- the variables B1 to Bx correspond to the x points of the correction map 2 for each temperature difference ⁇ .
- n the index, between 1 and x, corresponding to the difference ⁇ of temperature observed at the beginning of learning.
- the maximum pressure target Prail M in the injection rail during the stopped phase of the heat engine is introduced at the input of learning block 4. It is used to calculate the pressure correction at the output of this learning block 4. This output is equal to the pressure difference between the value taken by An and this maximum pressure target Prail M.
- This maximum pressure target in the Prail M rail can be calibrated and can be different depending on the type of heat engine.
- the training is carried out following a stop request of the DAmot thermal engine and during a learning period that can be calibrated, in particular as a function of the difference ⁇ of the temperatures of the Trail injection rail and the Tmot heat engine. .
- At the input of training block 4 is the maximum pressure target Prail M and the measured pressure Prail mes of the injection rail from the stopping of the heat engine during the learning period.
- a learning phase can begin at the request of stopping the heat engine and ends when the learning time defined for a temperature difference ⁇ between the temperatures of the injection rail and the heat engine has elapsed, the temperature difference ⁇ being recorded at the time of the stop request.
- the measured rail pressure Prail mes is observed and the maximum of this pressure is recorded.
- the training time if the maximum value of rail pressure read is greater than the value contained in the learning variable of the pressure An then the old value of An is replaced by the new value learned.
- the reference 5 symbolizes the learning number counter by mapping point, the mapping points being the variables C1 to Cx counter.
- an update authorization is carried out on an AMaj learning threshold, this learning threshold can be calibrated.
- the update is referenced 6 and relates to the correction vector variables B1 to Bx. The counter is then reset to zero.
- the learning period may be different depending on the temperature difference ⁇ .
- the learning duration and the learning threshold must be large enough for the correction provided by the pressure estimator 7 in the injection rail to be robust, but they must also allow a high learning frequency.
- the invention also relates to a motor vehicle comprising a power unit comprising a heat engine, the heat engine being advantageously but not limited to a gasoline engine.
- the heat engine comprises at least one cylinder, an injector being associated with the cylinder for supplying fuel to the at least one cylinder, the fuel being sent to the injector by an injection rail pressurized in operation. .
- an initial pressure setpoint Cons Prail ini in the injection rail is controlled as a function of a difference ⁇ between the temperatures of the Trail injection rail and the engine Tmot heat, the initial pressure setpoint Cons Prail ini being driven by a computer embedded in the motor vehicle for implementation of such a method of optimizing a restart time.
- the computer comprises means for receiving the temperatures of the Trail injection rail and the Tmot heat engine, means for establishing a difference ⁇ of temperature and means for calculating the initial pressure setpoint Cons Prail ini to apply on the pressure in the injection rail at the beginning of the engine stop.
- the computer may also include a learning system as previously described.
- a preferred application of the invention but not limiting is for a hybrid vehicle comprising the powertrain previously described and a non-thermal engine for a propulsion of the vehicle, preferably an electric motor.
- the power engine of the powertrain of such a hybrid vehicle is frequently stopped and restarted, the propulsion of the vehicle being provided by the engine other than thermal when stopping the engine.
- Such hybrid vehicles are growing more and more over the years due to environmental constraints and solving the problem of an optimized restart with a decreased restart time is crucial for their development.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1653428A FR3050236B1 (fr) | 2016-04-19 | 2016-04-19 | Procede d’optimisation d’un temps de redemarrage d’un moteur thermique par pilotage de la pression dans un rail d’injection |
PCT/FR2017/050619 WO2017182724A1 (fr) | 2016-04-19 | 2017-03-17 | Procede d'optimisation d'un temps de redemarrage d'un moteur thermique par pilotage de la pression dans un rail d'injection |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3445961A1 true EP3445961A1 (fr) | 2019-02-27 |
EP3445961B1 EP3445961B1 (fr) | 2020-01-22 |
Family
ID=56101718
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17715240.2A Active EP3445961B1 (fr) | 2016-04-19 | 2017-03-17 | Procede d'optimisation d'un temps de redemarrage d'un moteur thermique par pilotage de la pression dans un rail d'injection |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3445961B1 (fr) |
CN (1) | CN109072794B (fr) |
FR (1) | FR3050236B1 (fr) |
WO (1) | WO2017182724A1 (fr) |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE69827552T2 (de) * | 1997-06-19 | 2005-05-04 | Toyota Jidosha K.K., Toyota | Brennstoffdrucksteuervorrichtung für ein Kraftstoffeinspritzsystem einer Brennkraftmaschine |
JP3829035B2 (ja) * | 1999-11-30 | 2006-10-04 | 株式会社日立製作所 | エンジンの燃料圧力制御装置 |
JP2005098138A (ja) * | 2003-09-22 | 2005-04-14 | Mitsubishi Electric Corp | 筒内噴射式内燃機関の燃圧制御装置 |
JP4127188B2 (ja) * | 2003-10-30 | 2008-07-30 | トヨタ自動車株式会社 | 内燃機関の燃料供給装置 |
JP2005207339A (ja) * | 2004-01-23 | 2005-08-04 | Toyota Motor Corp | 内燃機関の制御装置およびこれを搭載する自動車並びに内燃機関の運転停止方法 |
JP4407827B2 (ja) * | 2005-08-08 | 2010-02-03 | 株式会社デンソー | 筒内噴射式の内燃機関の制御装置 |
DE102007058229A1 (de) * | 2007-12-04 | 2009-06-10 | Robert Bosch Gmbh | Verfahren zur Steuerung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine mit Start-Stopp-Funktion |
JP2010019088A (ja) * | 2008-07-08 | 2010-01-28 | Denso Corp | アイドルストップ制御装置およびそれを用いた燃料噴射システム |
JP2011127523A (ja) * | 2009-12-18 | 2011-06-30 | Bosch Corp | 蓄圧式燃料噴射装置の制御装置及び制御方法並びに蓄圧式燃料噴射装置 |
DE102009055037B4 (de) * | 2009-12-21 | 2013-05-29 | Ford Global Technologies, Llc | Common Rail Minimaldruck zum schnellen Druckaufbau |
DE102010028910A1 (de) * | 2010-05-12 | 2011-11-17 | Robert Bosch Gmbh | Verfahren zum Bereitstellen eines für ein Wiederanlassen einer Common-Rail-Brennkraftmaschine ausreichenden Raildrucks |
FR2994714B1 (fr) | 2012-08-21 | 2014-08-29 | Peugeot Citroen Automobiles Sa | Procede de gestion de la preparation au (re)demarrage d'un moteur thermique essence pour un vehicule hybride |
-
2016
- 2016-04-19 FR FR1653428A patent/FR3050236B1/fr not_active Expired - Fee Related
-
2017
- 2017-03-17 WO PCT/FR2017/050619 patent/WO2017182724A1/fr active Application Filing
- 2017-03-17 CN CN201780024894.XA patent/CN109072794B/zh active Active
- 2017-03-17 EP EP17715240.2A patent/EP3445961B1/fr active Active
Also Published As
Publication number | Publication date |
---|---|
WO2017182724A1 (fr) | 2017-10-26 |
EP3445961B1 (fr) | 2020-01-22 |
CN109072794B (zh) | 2021-08-17 |
CN109072794A (zh) | 2018-12-21 |
FR3050236B1 (fr) | 2018-04-13 |
FR3050236A1 (fr) | 2017-10-20 |
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