EP3688298A1 - Verfahren zum betreiben einer brennkraftmaschine mit einem einspritzsystem und einspritzsystem zur durchführung eines solchen verfahrens - Google Patents
Verfahren zum betreiben einer brennkraftmaschine mit einem einspritzsystem und einspritzsystem zur durchführung eines solchen verfahrensInfo
- Publication number
- EP3688298A1 EP3688298A1 EP18773402.5A EP18773402A EP3688298A1 EP 3688298 A1 EP3688298 A1 EP 3688298A1 EP 18773402 A EP18773402 A EP 18773402A EP 3688298 A1 EP3688298 A1 EP 3688298A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- high pressure
- limit
- pressure
- time
- value
- 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.)
- Pending
Links
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
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—Common rails
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
-
- 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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
Definitions
- the invention relates to a method for operating an internal combustion engine with a
- Injection system and an injection system for an internal combustion engine which is adapted to carry out such a method.
- Operation mode of the protective operation is set when the high pressure reaches or exceeds a first pressure limit, wherein the pressure control valve in the first mode takes over the control of the high pressure.
- a second mode of protection operation is set when the high pressure exceeds a second pressure limit or when a defect of a
- the pressure control valve is permanently opened in the second mode. In this way, an impermissible increase in the high pressure can be prevented.
- the object is achieved by providing the subject matters of the independent claims. Advantageous embodiments emerge from the subclaims.
- the object is achieved in particular by a method for operating a
- Injection system has a high-pressure accumulator, and wherein a momentary high pressure in the high-pressure accumulator is monitored by means of a high-pressure sensor time-dependent. It is provided that a first alarm level is set when a first, predetermined high pressure limit value of the current high pressure for a predetermined limit period
- the first alarm level is set when the first predetermined high pressure limit value is exceeded by the current high pressure for the first time at a predetermined, first limit frequency. In this way, it is possible to not only generally increase the high pressure and exceed the
- the predetermined limit duration and / or the predetermined, first limit frequency are chosen in particular so that when they reach or exceed damaging the injectors of the injection system is to be feared, so that measures should be taken to protect them, but preferably also replace or at least undergo maintenance.
- the first alarm level is set both when the current high pressure - for the first time - the first high pressure threshold for the predetermined limit period continuously exceeded, as well as when the current high pressure the first
- High pressure threshold has exceeded the first predetermined limit frequency for the first time. In this way, both relevant aspects for the protection of the injectors and the safety of the operation of the internal combustion engine can be observed.
- the injection system is configured to inject fuel into at least one
- the high-pressure accumulator is preferred as
- Such an injection system is also referred to as a common rail system.
- a common rail system Such a
- High-pressure accumulator is also referred to as common rail or rail, in particular common rail.
- the fact that the first alarm level is set means that internally in a for
- the controller set a corresponding variable, a flag, or the like, is set, which (s) represents the first alarm level.
- the first alarm level is additionally communicated to the outside, in particular to an operator of the internal combustion engine, in particular by a suitable output, be it a message in the form of a text output, a lighting of a signal light provided for this purpose, an acoustic signal, a
- Vibration signal or other suitable means to an operator of the
- the first alarm level means, in particular, that there is a high risk for the injectors of the injection system, and / or that damage to the injectors could already have occurred at least.
- the first alarm level corresponds in particular to a red alarm, in which further operation of the internal combustion engine and in particular of the injection system is no longer possible or at most still limited.
- the check as to whether the instantaneous high pressure has exceeded the first high-pressure limit value for the first time at the predetermined first limit frequency is preferably carried out independently of the time duration of the respective excesses. It is so far only detected whether the current high pressure ever exceeds the first high pressure threshold, in particular regardless of how long this takes place.
- a detection of a time duration of the exceeding of the first high-pressure limit value by the current high-pressure restart is started when the instantaneous high pressure reaches or exceeds the first high-pressure limit value from below the first high-pressure limit value.
- “from below” means that the instantaneous high pressure, coming from smaller high-pressure values, reaches the first high-pressure limit value or exceeds the higher-pressure value, and the detected period of time is then compared to the predetermined limit-time duration.
- the first alarm level is set, preferably in real time, the instantaneous high pressure is continuously and continuously monitored, and it is detected for how long it lingers above the first high pressure threshold or on the first
- High pressure limit remains. Specifically, starting the detection of this period means that the detection is reinitialized, with the detection of the duration beginning at 0 seconds.
- a frequency value which indicates a current frequency of the first high-pressure limit value being exceeded by the current high-pressure is incremented when the instantaneous high-pressure reaches the first high-pressure limit value from below a second high-pressure pressure limit value or exceeds, wherein the second high pressure limit is less than the first high pressure limit.
- the frequency value is increased, in particular by 0, in particular by one. If the instantaneous high pressure then falls below the first high-pressure limit value, although it does not fall below the second high-pressure limit value, then it again exceeds the first high-pressure limit value, but only from above the second high-pressure limit value. the frequency value is not incremented again. Only when the current high pressure has fallen below the second high pressure limit again and then again exceeds the first high pressure limit from below, the Frequency value again incremented.
- the instantaneous high pressure must therefore have dropped below the second high-pressure pressure limit value from above the first high-pressure limit value so that the frequency value is then incremented. This allows a suitable separation of independent, relevant for a possible damage to the injectors events, with pressure fluctuations around the first high-pressure threshold, in which the second
- High pressure limit value is not considered to be considered as a contiguous event. This can be understood in particular as meaning that in the case of such fluctuations, the injector is not given a new pressure surge. A possible damage to the injectors by permanently too high pressure is detected in contrast, by the duration of the
- Exceeding the first high pressure limit is detected by the current high pressure and compared with the predetermined limit period.
- the frequency value is compared with the predetermined first limit frequency. This too is preferably carried out in real time, in particular continuously and permanently, the first alarm level being set when the frequency value first reaches or exceeds the predetermined, first limit frequency.
- the detected time duration is provided. According to one embodiment of the invention, it is provided that the detected time duration
- a second alarm level is set when the first high-pressure limit value is exceeded by the instantaneous high-pressure for the first time at a predetermined second limit frequency, the second limit value being exceeded. Frequency is less than the first limit frequency.
- the fact that the second alarm level is set means - as already explained for the first alarm level - that an internal variable, a flag or the like is set. But also preferred is the second
- Alarm level to the outside communicates, as has already been explained to the first alert level.
- the second alarm level preferably indicates that damage to the injectors in further operation of the internal combustion engine is possible or even probable, so that increased attention should be paid to their operation by the operator of the internal combustion engine. If appropriate, appropriate measures can already be taken at this time in order to prevent or reduce further loading of the injectors, for example suitable maintenance and / or repair measures.
- the second alarm level corresponds in particular to one
- the frequency value is preferably compared with the second limit frequency.
- the frequency value is preferably compared with the first limit frequency and with the second limit frequency. This too is preferably done in real time and in particular permanently and continuously.
- an injection of fuel from the high-pressure accumulator into at least one combustion chamber of the internal combustion engine is terminated when the first alarm level is set.
- the injection of fuel is terminated immediately when the first alarm level is set, in particular at the same time as the setting of the first alarm level.
- the injection is preferred for all combustion chambers of the internal combustion engine, ie for all Injectors of the injection system, finished when the first alarm level is set. Further operation of the internal combustion engine is then at least initially not possible.
- the injection is continued at the set first alarm level, in particular resumed when the current high pressure falls below a third high-pressure threshold from above the third high-pressure threshold, the third high-pressure threshold being less than the first high-pressure threshold.
- a third high-pressure threshold from above the third high-pressure threshold, the third high-pressure threshold being less than the first high-pressure threshold.
- a so-called "limp home” function or emergency function can be provided, which makes it possible to reach a safe station, for example a nearest port or the like a hysteresis is provided, which ensures that the injection is not high-frequency and / or continuously on and off, while ensuring that the current high pressure must have dropped sufficiently low below the first high-pressure threshold to the internal combustion engine without the risk of To be able to operate further damage to the injectors.
- the third high-pressure limit value is preferably identical to the second high-pressure limit value explained above. In particular, it is therefore preferably smaller by the hysteresis differential pressure value than the first high-pressure limit value.
- the injection continued at the set first alarm level is in turn terminated as soon as the current high pressure reaches the first high pressure threshold - from below - or
- Internal combustion engine can be operated at least for a certain time, at least in the context of the "Limp Home" function, without the injectors fail completely or destroyed.
- the first alarm level and / or the second alarm level is canceled when a standstill of the internal combustion engine is detected and - at the same time - an alarm reset request is set.
- an alarm reset request is set in order to reset at least one of the alarm levels, in particular in order to reset the first alarm level, it therefore requires a decommissioning of the internal combustion engine, and in addition one
- the alarm reset request may be set manually by an operator, for example, by pressing a corresponding key, selecting a corresponding menu item in an engine operating menu, or the like.
- the operator preferably sets the alarm reset request manually only when he is convinced that further operation of the internal combustion engine is possible safely and without damaging the injectors, for example because the injectors were replaced or because they were checked with sufficient accuracy, or because other maintenance and / or repair measures have been taken that can ensure safe operation of the internal combustion engine.
- the alarm reset request it is also possible for the alarm reset request to be set automatically, in particular after a repair and / or replacement of the injectors.
- the alarm reset request may be automatically set if it is detected that the old injectors have been replaced with new injectors. This can be reported to the control unit, for example, by means of suitable electronic identification means on the injectors, in particular RFID labels or the like, whereupon the control unit can then automatically set the alarm reset request.
- the predetermined limit duration is from at least 2 seconds to at most 3 seconds, preferably 2.5 seconds. It has been found that this corresponds to a time period in which injectors can be damaged at inadmissibly high pressure.
- the first high pressure limit can preferably be chosen to be 2400 bar.
- the first limit frequency is preferably selected from at least 45 to at most 55, preferably 50 or 51.
- the second limit frequency is preferably selected from at least 25 to at most 35. Preferably, it is 30 or 31.
- the frequencies for the first limit frequency and the second limit frequency given here are suitable frequencies, in order to warn one operator of the internal combustion engine, in the case of the second limit frequency, and, on the other hand, Case of the first limit frequency - to indicate any damage already occurring or imminent damage to the injectors.
- the injection or the continued injection is terminated by setting a desired injection quantity to zero.
- the control of the injectors, in particular their energization, takes place in particular depending on a desired injection quantity. If this is set to zero, there is no longer any control or energization of the injectors, so that the injection is finished.
- an energization period for at least one injector, preferably for all injectors, is set to zero.
- the target injection quantity may be different from zero, but nevertheless the control, in particular energization of the injectors is prevented by the drive time provided for this purpose, namely the energization duration, is selected to zero. This also results in the fact that the injectors are no longer controlled, so that the injection is completed.
- the object is also achieved by providing an injection system for an internal combustion engine having at least one injector for injecting fuel into at least one combustion chamber of the internal combustion engine and a high pressure accumulator in fluid communication with the at least one injector. It also shows that
- the injection system includes a controller operatively connected and configured with the high pressure sensor to provide a method according to any of the previously described embodiments perform.
- the advantages which have already been explained in connection with the method result in connection with the injection system.
- the control unit is preferably operatively connected to the at least one injector for its activation. In particular, it is also able to terminate the injection, resume it, and terminate the continued injection.
- control unit is a separate one for the operation of the
- control unit is preferably a central engine control unit of the internal combustion engine, in particular a so-called engine control unit (ECU).
- ECU engine control unit
- the invention also relates to an internal combustion engine having an injection system according to one of the previously described embodiments. This results in connection with the internal combustion engine in particular the advantages that already in
- the internal combustion engine preferably has a plurality of combustion chambers, wherein each combustion chamber is preferably assigned at least one injector for the direct injection of fuel into the at least one combustion chamber. These injectors are fluidically connected to the high pressure accumulator, the high pressure accumulator as common
- High-pressure accumulator is designed for all injectors.
- the internal combustion engine is preferably designed as a reciprocating engine.
- the method proposed here and the injection system are also in other types of internal combustion engines, for example
- Figure 1 is a schematic representation of an embodiment of a
- Figure 2 is a schematic representation of a high-pressure control loop for controlling a
- FIG. 3 is a schematic representation of a speed control loop with a way to selectively perform an injection or to prevent;
- FIG. 4 is a diagrammatic representation of a first embodiment of a method for operating an injection system;
- Figure 5 is a schematic, diagrammatic representation of a second embodiment of such a method.
- Figure 6 is a schematic representation of another embodiment of the method in
- the injection system 3 is preferably designed as a Comon Rail injection system. It has a low-pressure pump 5 for conveying fuel from a fuel reservoir 7, an adjustable, low-pressure suction throttle 9 for influencing a fuel volume flow flowing through them, a high-pressure pump 11 for conveying the fuel with pressure increase in a high-pressure accumulator 13, the high-pressure accumulator 13 for storing of the fuel, and a plurality of injectors 15 for injecting the fuel into combustion chambers 16 of the internal combustion engine 1.
- the injection system 3 is also designed with individual memories, in which case, for example, an individual memory 17 is integrated as an additional buffer volume in the injector 15.
- Fuel volume flow is designated in Figure 1 with VDRV and represents a high-pressure disturbance of the injection system 3.
- the injection system 3 preferably has no mechanical pressure relief valve, which is conventionally provided and the high-pressure accumulator 13 connects to the fuel reservoir 7. Its function can be taken over by the pressure control valve 19.
- the mode of operation of the internal combustion engine 1 is determined by an electronic control unit 21, which is preferably designed as an engine control unit of the internal combustion engine 1, namely as a so-called engine control unit (ECU).
- the electronic control unit 21 includes the usual components of a microcomputer system, such as a
- the Microprocessor, I / O devices, buffers and memory devices are the relevant for the operation of the internal combustion engine 1 operating data applied in maps / curves. About this calculates the electronic control unit 21 from input variables output variables.
- the following input variables are shown by way of example in FIG. 1: A measured, still unfiltered high pressure p which prevails in the high-pressure accumulator 13 and is measured by means of a high-pressure sensor 23, a current engine rotational speed n.sub.15 a signal FP for output specification by an operator of the internal combustion engine 1, and Input quantity E.
- the input quantity E preferably comprises further sensor signals, for example a charge air pressure of an exhaust gas turbocharger.
- Injection system 3 with individual memories 17 is an individual accumulator pressure P E, preferably an additional input variable of the control unit 21.
- Figure 1 are as outputs of the electronic control unit 21 by way of example a signal PWMSD for controlling the suction throttle 9 as a first pressure actuator, a signal ve for controlling the injectors 15 - which in particular a start of injection and / or a
- the output A is representative of other control signals for controlling and / or regulating the
- Internal combustion engine 1 for example for a control signal to activate a second
- Fig. 2 shows a schematic representation of a high pressure control loop 25.
- Input variables of the high pressure control loop 25 are a desired high pressure p s for the injection system 3, the
- control deviation e p is an input variable of a high-pressure regulator 27, which is preferably designed as a PI (DTi) algorithm.
- Another input variable of the high-pressure regulator 27 is preferably a proportional coefficient kp SD .
- Output of the high pressure regulator 27 is a fuel flow V SD for the
- a fuel target consumption V Q is added to the point in an addition 29 .
- This nominal fuel consumption V Q is calculated in a first calculation element 31 as a function of the current rotational speed ni and a desired injection quantity Q s and represents a disturbance variable of the high-pressure control loop 25.
- the sum of the output variable V SD of High pressure controller 27 and the disturbance V Q results in an unlimited nominal fuel flow volume V U, SD - This is limited in a limiting element 33 in response to the speed ni to a maximum flow rate V max sD for the suction throttle 9.
- As the output of the limiting element 33 results in a limited nominal fuel flow V S, SD for the intake throttle 9, which enters as input into a pump curve 35.
- the suction throttle target current I S, SD represents an input variable of a suction throttle current regulator 37, which has the task of controlling the suction throttle flow through the suction throttle 9.
- Another input variable of the suction throttle current regulator 37 is inter alia an actual suction throttle current Ii SD .
- Output variable of Saugdrossel current controller 37 is a Saugdrossel- desired voltage U S, SD , which is finally converted in a second calculation element 39 in a conventional manner into a duty cycle of a pulse width modulated signal PWMSD for the suction throttle 9.
- PWMSD pulse width modulated signal
- Current filter 43 is the actual intake throttle flow Ii SD , which in turn is the Saugdrossel- current controller 37 is supplied.
- the controlled variable of the first high pressure control loop 25 is the high pressure in the
- High-pressure accumulator 13 Raw values of this high pressure p are measured by the high-pressure sensor 23 and filtered by a high-pressure filter 45, which has the actual high-pressure pi as output variable.
- the high pressure filter 45 is preferably implemented by a PTi algorithm.
- Output variable of the high pressure control loop 25 is thus in addition to the unfiltered high pressure p of the filtered high pressure or actual high pressure pi, in particular also as instantaneous
- Fig. 3 shows a speed control circuit 47, which is used for speed control.
- the current engine speed ni is determined by a predetermined speed of the control unit 21 ns subtracts what gives a speed error e.
- This speed control deviation e is an input variable of a speed controller 49, here a PI (DTi) controller.
- the speed controller 49 has as a further input variable inter alia a proportional coefficient kp Drz and as an output variable a speed controller torque M S PI (DT1) .
- This is added with a load signal torque Ms L , wherein the load signal torque Ms L represents a disturbance.
- Speed control circuit 47 are used. The sum of the speed controller torque M S PI (DT1) and the load signal torque M S L is then in a torque limiter 51 down to a minimum desired torque Ms Min and up to a maximum desired torque Ms Max limited. For so limited target torque Ms is finally a
- Friction torque M s added, resulting in a corrected target torque results. This is among other quantities such as the current engine speed ni input of an engine controller 53.
- An output of the engine controller 53 is the target injection amount Qs. This is injected into the combustion chambers 16 of the internal combustion engine 1.
- Raw values of n r of the motor speed are detected and converted by means of a speed filter 55 in the current actual rotational speed ni.
- the target injection quantity Qs is taken from the high-pressure accumulator 13 and injected into the combustion chambers 16 by means of the injectors 15. Does the high pressure in the
- High-pressure accumulator 13 for too long a period of time above a certain threshold, or the high pressure in the high-pressure accumulator 13 exceeds the predetermined threshold too often, it may cause damage to the injectors 15.
- the high pressure in the high-pressure accumulator 13 is monitored by the high-pressure sensor 23 in a time-dependent manner, a first alarm level being set when a first predetermined high-pressure limit value continuously exceeds the current high-pressure for a predetermined limit period is, and / or if the first predetermined high pressure limit value by the current high pressure for the first time with a predetermined, first limit frequency
- the injection of fuel from the high-pressure accumulator 13 into the combustion chambers 16 is preferably terminated.
- injection is preferably continued at the set first alarm level when the current high pressure falls below a third high pressure threshold from above the third high pressure threshold, the third high pressure threshold being less than the first high pressure threshold. The thus continued injection - during the set first alarm level - is in turn terminated as soon as the current high pressure reaches or exceeds the first high pressure threshold - from below.
- the injectors 15 can be spared, on the other hand, the internal combustion engine 1 can continue to operate at least limited, for example, to be able to start a safe station, especially a seaport or the like. So it will be a limp home or "Limp Home" feature
- the injection or the continued injection is preferably terminated by setting the target injection amount Q s to zero.
- a Bestromungsdauer BD for the injectors 15 is set to zero.
- a switching element 57 is preferably provided in the speed control circuit 47, which can change its switching state binary depending on a logical signal SIG.
- the logical signal SIG can assume the values "true” (true-T) or "false” (false-F).
- the logical signal SIG indicates whether a quantity limit for the injection of fuel into the combustion chambers 16 via the injectors 15 is active.
- the logical signal SIG is set to true if the first alarm level is set and the injection is to be terminated and if the continued injection is to be terminated, otherwise - and in particular if the injection continues at the set first alarm level to be - the value of the logical signal SIG is set to "false”. If the logic signal SIG has the value "false", the switching element 57 is in the functional state designated by F.
- the energization duration BD is taken from the motor control 53 as an output variable, wherein it is specified by the motor control 53, in particular calculated
- the logic signal SIG has the value "true”
- insofar is one Quantity limit for the fuel injection is active
- the switching element 57 takes its designated in Figure 3 with T switching position, so that the Bestromungsdauer BD is set to the value zero identical. In this switching state of the switching element 57, there is therefore no energization of the injectors 15, so that the injection is omitted.
- the switching element 57 is designed as a software switch, ie as a purely virtual switch. Alternatively, it is also possible that the switching element 57 is designed as a physical switch, for example as a relay.
- the logical signal SIG can be
- FIG. 4 shows a diagrammatic representation of a first embodiment of the method for operating the injection system 3.
- a total of seven time diagrams are shown, in which different variables are indicated as a function of the time t.
- the first, upper time diagram at a) shows the actual high pressure pi plotted as a solid curve against the time t. This first increases, starting from a starting value p start .
- the actual high pressure pi reaches the first predetermined high-pressure limit value pu and exceeds this in the sequence.
- the third diagram from the top at c) is plotted as a solid curve, a current time period At A against the time t, which indicates for how long the actual high pressure pi the first predetermined high pressure limit p L i continuously.
- this current duration At A is counted up, starting from the value zero.
- the actual high-pressure pi reaches the first high-pressure limit pu again from above and falls below it in the sequence. Therefore, the current time period At A is reset to the value zero. It has not yet reached or exceeded a predetermined limit - duration AtL between the first time t 0 and the second time ti.
- the actual high pressure pi falls below a second predetermined high pressure limit value p L2 , which is smaller by a hysteresis differential pressure value Ap H than the first high pressure limit value pu.
- the actual high pressure pi initially drops further after the third time t 2 and then increases again.
- the actual high-pressure pi again reaches the first high-pressure limit value p L i and exceeds it in the sequence. This results in the current duration At A being counted up again, again starting from zero.
- the actual high pressure pi again reaches the first high pressure pu from above, so that the current period At A , which has not yet reached the limit period AtL, is reset to the value zero.
- the actual high pressure pi continues to fall in the sequence, without falling below the second high pressure limit p L2 .
- a subsequent increase in the actual high-pressure pi causes the first high-pressure limit value P LI to be exceeded again at a sixth time t 5 from below. This in turn means that the current time period AtA is counted up again, in particular starting again from zero.
- the current period At A exceeds the predetermined limit period At L , which causes the quantity limit for the injection to be activated and the logic signal SIG to change its value, in this case to the value denoted T "True" is set, which is shown in the fourth diagram from the top at d). As explained in connection with Figure 3, this results in no more fuel being injected into the combustion chambers 16.
- the current duration At A becomes to the seventh time t 6, reset to zero, and therefore reset. from the sixth graph from the top in f) it is clear that at the same time with the reaching of the limit time period at L and the change in value of the logic signal SIG from the value F to the Value T, the first alarm level AI is also set, which is represented here by a jump of a signal indicating the first alarm level AI from the value 0 to the value 1.
- the first alarm level AI is also set, which is represented here by a jump of a signal indicating the first alarm level AI from the value 0 to the value 1.
- the logic signal SIG changes its value again and is reset to "false", ie to the value F. The injection is therefore released again.
- the actual high pressure remains below the first high pressure limit P LI .
- it again exceeds the first high-pressure limit value P LI from below, which then-due to the set first alarm level-causes the logic signal SIG to again be set to the value T, whereby the injection of fuel is terminated in the combustion chambers 16 again.
- an alarm reset request AR is set, which in the seventh diagram at g) is indicated by a corresponding variable taking the value 1. Since the internal combustion engine 1 is stationary at this 19th time t 18 , the applied first alarm level AI is reset, that is, the corresponding variable is set to the value zero. The injection of fuel into the combustion chambers 16 is stopped when the actual high pressure continuously exceeds the first high pressure limit value pu during the predetermined limit period At L.
- the detection of the duration At A is always started, in particular newly initialized and started at zero, when the actual high-pressure pi reaches or exceeds the first high-pressure limit value P LI from below.
- the detected period At A is also compared with the predetermined limit period At L. Furthermore, it is clear that the detected time period At A is set to zero when the current high pressure pi falls below the first high pressure limit value pu from above. It will also clear that the first alarm level AI is canceled when a stoppage of the internal combustion engine 1 is detected and at the same time the alarm reset request AR is set.
- the predetermined limit period At L is preferably selected from at least 2 seconds to at most 3 seconds, more preferably 2.5 seconds.
- FIG. 5 shows a schematic, diagrammatic representation of a second embodiment of the method, which, however, is preferably carried out in combination with the first embodiment explained in connection with FIG.
- the actual high-pressure pi which in turn is plotted against the time t in a first, upper diagram at a), is monitored with regard to a frequency of exceeding the first high-pressure limit value pu.
- the current engine speed ni is removed.
- a frequency value H A is plotted, which indicates an instantaneous frequency of the exceeding of the first high-pressure limit value p L i by the actual high-pressure pi.
- the logic signal SIG is again shown.
- the fifth timing diagram from the top at e) again shows the logical variable MS.
- a second alarm level A2 is represented as a corresponding variable with the logical values 0 and 1.
- the first alarm level AI is represented as a corresponding logical variable with the values 0 and 1.
- the alarm reset request AR is again shown.
- the first timing diagram in a) shows that initially the actual high pressure pi rises from the starting value ps tart and reaches the first high pressure limit value pu at a first time to and then exceeds.
- the third timing diagram at c) shows that the frequency value H A is incremented from the value 0 to the value 1 due to this limit violation.
- the actual high pressure again reaches the first high-pressure limit value pu from above, wherein at a third time t 2 it also selects a third high-pressure limit value identical to the second high-pressure limit value p L2 according to FIG is, falls below.
- the third high-pressure limiting value can also be selected differently from the second high-pressure limiting value p L2 .
- the third high pressure limit to select equal to the second high-pressure pressure limit P L2 , wherein the third high-pressure limit value then just by the hysteresis differential pressure value ⁇ is smaller than the first high-pressure limit value p L i.
- the actual high pressure pi increases again and, at a fourth time t 3, again exceeds the first high-pressure limit value p L i.
- the frequency value H A is again incremented, here from the value 1 to the value 2.
- the actual high pressure pi falls below the first high-pressure limit value P LI again from above.
- the actual high pressure pi again exceeds the first high-pressure limit value p L i from below, without first reaching or falling below the second high-pressure limit value pL 2 from above. Therefore, at the sixth time t 5, there is no incrementation of the frequency value H A.
- the first high-pressure limit value p L i is again undershot by the actual high-pressure pi, in which case the second high-pressure limit value P L2 is also undershot at an eighth time t 7 .
- the actual high pressure pi exceeds or falls below the first high-pressure limit value p L i even more times, as does the second high-pressure limit value p L2 . This is indicated in FIG. 5 by a dotted representation of all timing diagrams.
- the actual high pressure pi that is, the current high pressure, exceeds the first high pressure limit value p L i again. It is assumed here for explanation that the frequency value H A is incremented to the value 30.
- the actual high-pressure pi again falls below the first high-pressure threshold p L i and also reaches or falls below the second high-pressure threshold p L 2 at an eleventh time tio.
- the actual high pressure exceeds pi again the first high pressure limit pu, which has the consequence that the frequency value H A is incremented to the value 31.
- the second alarm level A2 is set thus, when the first high pressure threshold p L i by the momentary high pressure, that is, is the actual high-pressure first exceeded pi with a predetermined second cutoff frequency which is less than a first cutoff frequency, which is defined for the setting of the first alarm AI, which is in The following will be explained.
- the second limit frequency is chosen here at 31. It can also be chosen to be preferred.
- the second cutoff frequency is selected between 25 and 35.
- the frequency value H A is compared with the second limit frequency - and as will be explained below - also with the first limit frequency.
- the second alarm level A2 corresponds in particular to a yellow alarm, by which an operator of the internal combustion engine 1 is warned of possible damage to the injectors 15.
- the first high-pressure limit value p L i is undershot, and at a tenth point in time t 13 , the second high-pressure limit value P L2 is reached and subsequently likewise undershot.
- the actual high-pressure pi exceeds and falls below the first high-pressure limit value p L i and also the second high-pressure limit value p L2 again, which in turn is indicated by a dotted representation of all timing diagrams.
- the actual high-pressure pi again exceeds the first high-pressure limit value P LI . It is assumed for purposes of explanation that the frequency value H A is thereby incremented to the value 50.
- the actual high-pressure pi again falls below the first high-pressure limit value pu.
- the actual high-pressure pi again exceeds the first high-pressure limit value pu, without having previously reached or fallen below the second high-pressure limit value P L2 . There is therefore no incrementation of the frequency value H A at this time.
- the first high-pressure threshold p L1 is again undershot.
- the second high-pressure limit value P L2 is reached and then undershot.
- the actual high pressure pi after a further increase again exceeds the first high-pressure limit value p L1 , whereby the frequency value H A is incremented to the value 51.
- the first limit frequency is thus selected here as 51. It can also be chosen to 50.
- the first cutoff frequency is preferably chosen between 45 and 55.
- the setting of the first alarm level AI in turn means that the energization of the injectors 15 is stopped, whereby no more fuel is injected into the combustion chambers 16. This is accomplished by the logic signal SIG changing its value from F to T - see diagram d).
- the logic signal SIG changing its value from F to T - see diagram d.
- the actual high pressure pi again falls below the first high-pressure limit value P LI .
- the actual high pressure pi reaches the second high pressure limit p L2 , which has the consequence that the injection is released again by the logic signal SIG changes its value from T to F.
- the actual high-pressure pi again exceeds the first high-pressure limit value pu, with the result that the fuel injection into the combustion chambers 16 is stopped again by the logic signal SIG again assuming the value T.
- the internal combustion engine 1 is turned off, which leads to a drop in the current engine speed ni.
- the actual high-pressure pi drops below the first high-pressure limit pu.
- the actual high pressure pi drops further and then increases again without having previously reached or fallen below the second high-pressure limit p L2 .
- the actual high pressure pi again exceeds the first high pressure limit pu.
- a 26 the actual high pressure pi again exceeds the first high pressure limit pu.
- Time t 25 the current engine speed ni reaches the value 0, that is, the internal combustion engine 1 is now stationary.
- the logical variable MS changes its value from 0 to 1.
- Time t 26 the actual high pressure pi again falls below the second high pressure limit p L2 from above, which has the consequence that the logic signal SIG on the value F is changed.
- the alarm reset request AR is set. This causes, as the internal combustion engine 1 is stopped, that all alarms, that is, the first alarm level AI and the second alarm level A2, are reset.
- the frequency value H A is reset to zero after triggering the alarm reset request AR when the internal combustion engine 1 is at a standstill.
- the frequency value H A which indicates the instantaneous high-pressure limit value p L1 exceeded by the instantaneous high pressure, ie the actual high pressure pi, is incremented if the instantaneous high pressure is the first high-pressure limit value pu reaches or exceeds from below the second high pressure limit P L2 ago.
- the frequency value H A is compared with the predetermined limit frequency, in particular both with the first limit frequency and with the second limit frequency.
- the second alarm level A2 is also canceled when both a stoppage of the internal combustion engine 1 is detected and the alarm reset request AR is set.
- the control unit 21 is in particular configured to carry out the method described here.
- FIGS. 4 and 5 show a schematic representation of a further embodiment of the method in the form of a flow chart. This embodiment can also be provided cumulatively with the embodiments according to FIGS. 4 and 5, wherein preferably all the method steps and features of the method explained in connection with FIGS. 4 to 6 are performed in combination with each other.
- a variable M which is a flag, hereinafter also referred to as a flag variable, which can take the values 0 and 1, to 1.
- the current duration At A is updated to the value zero and the frequency value H A is also initialized to the value zero.
- a first step Sl is queried whether the first alarm level AI is set. If this is not the case, the method is continued in a second step S2, in which it is queried whether the actual high pressure pi is greater than the first high-pressure limit value pu. If this is not the case, the method is continued in a third step S3, in which it is checked whether the flag variable M has the value 1, is thus set, which according to the aforementioned initialization at a first start of the method of the case is. If the variable M is set, the method is continued in a sixth step S6. If, on the other hand, the variable M is not set, that is to say if it has the value 0, a fourth step S4 is continued.
- step S6 This checks whether the actual high pressure pi is less than or equal to the second high pressure limit value p L2 . If this is not the case, the procedure is continued with the sixth step S6. If this is the case, however, the flag variable M is set to the value 1 in a fifth step S5, in which case the process then proceeds to the sixth step S6. In the sixth step S6, the current time period At A is set to zero. After the sixth step S6, a seventh step S7 is executed, in which case the logical signal SIG is set to the value F. Subsequently, a 33rd step S33 is continued.
- Step S8 If the query result in the second step S2 is positive, that is, the actual high pressure pi is actually greater than the first high pressure limit pu, the process is in a eighth Step S8 continues.
- this eighth step S8 it is checked whether the current period At A is greater than the predetermined limit period At L. If so, the process proceeds to a ninth step S9, a tenth step S10, an eleventh step Si1, and then to the 33rd step S33.
- the frequency value H A is set to zero.
- the first alarm level AI is set.
- the eleventh step Si l the logical signal SIG is set to the value T.
- the process proceeds to a twelfth step S12. In this step, the time variable At A is incremented by a method-inherent sampling time Ta.
- a thirteenth step S13 the flag variable M is queried. If this is not set, the program proceeds to a step 16 S16. If, on the other hand, it is set to 1, the frequency value H A is incremented in a 14th step S14. Subsequently, the flag variable M is set to the value zero in a 15th step S15.
- the 16th step S16 it is queried whether the second alarm level A2 is set. If this variable is set, that is to say it has the value 1, the process continues with a 19th step S19. If it is not set, so it has the value zero, is continued with a 17th step S17. In this step 17, it is checked whether the frequency value H A is greater than the second limit frequency H L2 reduced by 1. If this is not the case, the process continues to the 19th step S19, otherwise to the 18th step S18 in which the second alarm level A2 is set. In the 19th step S19, it is interrogated whether the frequency value H A is greater than the first limit frequency H L i reduced by 1.
- the process proceeds to a 23rd step S23 and then to the 33rd step S33.
- the frequency value H A is set to zero.
- the first alarm level AI is set.
- the logical signal SIG is set to the value T.
- the logic signal SIG is set to the value F.
- the query result in the first step Sl positive that is, the first alarm level AI is set, it proceeds to a 24th step S24.
- the flag Queried variable M If this is set, the program proceeds to a 25th step S25, otherwise to a 29th step S29.
- the 25th step S25 it is queried whether the actual high pressure pi is greater than the first high pressure limit value p L i. If this is the case, the process proceeds to a 26th step S26, a 27th step S27 and then to the 33rd step S33. If, on the other hand, the actual high-pressure pi is less than or equal to the first high-pressure limit value pu, the program proceeds to a 28th step S28 and then to the 33rd step S33.
- the flag variable M is set to zero.
- the logical signal SIG is set to the value T.
- the logic signal SIG is set to the value F.
- the 29th step S29 it is checked whether the actual high pressure pi is less than or equal to the second high pressure limit value PL 2 . If this is the case, the process proceeds to a 30th step S30, a 31st step S31, and then to the 33rd step S33. If this is not the case, the program proceeds to a 32nd step S32 and then to the 33rd step S33.
- the flag variable M is set to the value 1.
- the logical signal SIG is set to the value F.
- the logic signal SIG is set to the value T.
- the 33rd step S33 it is checked whether at the same time - ie cumulatively - the following conditions are met:
- the alarm reset request AR is set, the internal combustion engine 1 is, that is, the logical variable MS is set, and either the first alarm level AI or the second alarm level A2 is set. If these conditions are met cumulatively, a 34th step S34, a 35th step S35, a 36th step S36 and a 37th step S37 are continued.
- the 34th step S34 the second alarm level is reset.
- the 35th step S35 the first alarm level is reset.
- the current time period ⁇ is set to zero.
- the frequency value HA TO is set to zero.
- the method is preferably carried out continuously iteratively so that it starts again in the start step SO once it has ended in the end step S38.
- the initialization of the flag variable M, the current time duration ⁇ and the frequency value HA with the input The values described in the description of figures of FIG. 6 are only performed during a very first start of the program sequence, but never during each pass. Instead, the values from the previous run are taken over for each new pass after a preceding pass, since otherwise the logic of Procedure would not work.
- the duration of one cycle of the process is preferably in each scanning step the time period of Ta, this being ensured in particular that the current period of time At A is always correctly updated at the twelfth step S12.
- the injectors 15 can be damaged if their components are too heavily loaded in the high-pressure accumulator 13 as a result of excessive fuel pressures. Such an excessive load is when the instantaneous high pressure is either above a first limit for too long a period of time, or when that limit is exceeded too high a frequency.
- the method proposed here makes it possible to protect the injectors 15 from further damage by deactivating the injection of fuel into the combustion chambers 16 in both cases. Only when the high pressure falls below the first limit value by a hysteresis differential pressure value, the injection of fuel is released again.
- the internal combustion engine 1 can continue to be operated in a kind of emergency operation despite possible pre-damage, until the operator has the opportunity to carry out a maintenance measure, in particular to replace the injectors 15. That an exchange of the injectors 15 or a maintenance is required, the operator by the triggering of the first alarm level AI, thus the red alarm, preferably with a corresponding error message displayed.
- the second alarm level A2 ie a yellow alarm, is triggered in good time, and that is when a certain, still permissible number of limit value overshoots has been detected.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102017216989.3A DE102017216989B4 (de) | 2017-09-25 | 2017-09-25 | Verfahren zum Betreiben einer Brennkraftmaschine mit einem Einspritzsystem und Einspritzsystem zur Durchführung eines solchen Verfahrens |
PCT/EP2018/075076 WO2019057666A1 (de) | 2017-09-25 | 2018-09-17 | Verfahren zum betreiben einer brennkraftmaschine mit einem einspritzsystem und einspritzsystem zur durchführung eines solchen verfahrens |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3688298A1 true EP3688298A1 (de) | 2020-08-05 |
Family
ID=63667900
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18773402.5A Pending EP3688298A1 (de) | 2017-09-25 | 2018-09-17 | Verfahren zum betreiben einer brennkraftmaschine mit einem einspritzsystem und einspritzsystem zur durchführung eines solchen verfahrens |
Country Status (5)
Country | Link |
---|---|
US (1) | US20200277913A1 (de) |
EP (1) | EP3688298A1 (de) |
CN (1) | CN111094730B (de) |
DE (1) | DE102017216989B4 (de) |
WO (1) | WO2019057666A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019003815B4 (de) * | 2019-05-29 | 2021-01-28 | Mtu Friedrichshafen Gmbh | Verfahren zur Überwachung eines Injektors auf mechanische Schädigung |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19937962A1 (de) * | 1999-08-11 | 2001-02-15 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung eines Einspritzsystems |
JP3972823B2 (ja) * | 2003-01-27 | 2007-09-05 | 株式会社デンソー | 蓄圧式燃料噴射システム |
JP4042058B2 (ja) * | 2003-11-17 | 2008-02-06 | 株式会社デンソー | 内燃機関用燃料噴射装置 |
DE102008000983A1 (de) * | 2008-04-03 | 2009-10-08 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines Kraftstoffzumesssystems |
DE102008043861A1 (de) * | 2008-11-19 | 2010-05-20 | Robert Bosch Gmbh | Verfahren und Steuergerät zur Überwachung des Druckverlaufs des Kraftstoffeinspritzsystems einer Brennkraftmaschine |
DE102010031220A1 (de) * | 2010-07-12 | 2012-01-12 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben eines Kraftstoffeinspritzsystems |
DE102011100187B3 (de) * | 2011-05-02 | 2012-11-08 | Mtu Friedrichshafen Gmbh | Verfahren zur Steuerung und Regelung einer Brennkraftmaschine |
DE102013202266A1 (de) * | 2013-02-12 | 2014-08-14 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Überwachung eines Hochdruck-Einspritzsystems insbesondere einer selbstzündenden Brennkraftmaschine eines Kraftfahrzeugs |
DE102013216255B3 (de) * | 2013-08-15 | 2014-11-27 | Mtu Friedrichshafen Gmbh | Verfahren zur injektorindividuellen Diagnose einer Kraftstoff-Einspritzeinrichtung und Brennkraftmaschine mit einer Kraftstoff-Einspritzeinrichtung |
DE102013220589B3 (de) * | 2013-10-11 | 2015-02-19 | Mtu Friedrichshafen Gmbh | Verfahren zum Betrieb einer Brennkraftmaschine sowie Einrichtung zum Steuern und Regeln einer Brennkraftmaschine, Einspritzsystem und Brennkraftmaschine |
DE102013221977A1 (de) * | 2013-10-29 | 2015-04-30 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Einspritzanlage |
DE102014213648B3 (de) * | 2014-07-14 | 2015-10-08 | Mtu Friedrichshafen Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine, Einspritzsystem für eine Brennkraftmaschine sowie Brennkraftmaschine |
DE102015223703A1 (de) * | 2015-11-30 | 2017-06-01 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines Kraftstoffversorgungssystems |
-
2017
- 2017-09-25 DE DE102017216989.3A patent/DE102017216989B4/de active Active
-
2018
- 2018-09-17 CN CN201880062355.XA patent/CN111094730B/zh active Active
- 2018-09-17 EP EP18773402.5A patent/EP3688298A1/de active Pending
- 2018-09-17 WO PCT/EP2018/075076 patent/WO2019057666A1/de unknown
- 2018-09-17 US US16/647,754 patent/US20200277913A1/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
CN111094730B (zh) | 2022-11-29 |
DE102017216989A1 (de) | 2019-03-28 |
WO2019057666A1 (de) | 2019-03-28 |
CN111094730A (zh) | 2020-05-01 |
DE102017216989B4 (de) | 2019-07-18 |
US20200277913A1 (en) | 2020-09-03 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP0975942B1 (de) | Verfahren und vorrichtung zur funktionsüberwachung eines drucksensors | |
EP2705237B1 (de) | Verfahren zur steuerung und regelung einer brennkraftmaschine | |
EP3169887B1 (de) | Verfahren zum betreiben einer brennkraftmaschine, einspritzsystem für eine brennkraftmaschine sowie brennkraftmaschine | |
DE19549051A1 (de) | Zylinderfehlerdetektierung unter Verwendung des Hauptleitungsdrucksignals | |
EP3298260B1 (de) | Einspritzsystem für eine brennkraftmaschine sowie brennkraftmaschine mit einem solchen einspritzsystem | |
EP3289205B1 (de) | Verfahren zum erkennen einer dauereinspritzung im betrieb einer brennkraftmaschine, einspritzsystem für eine brennkraftmaschine und brennkraftmaschine | |
EP2705236B1 (de) | Verfahren zur überwachung eines passiven druckregelventils | |
EP3033513A1 (de) | Verfahren zur injektorindividuellen diagnose einer kraftstoff-einspritzeinrichtung und brennkraftmaschine mit einer kraftstoff-einspritzeinrichtung | |
DE19634982C2 (de) | Verfahren zur Überwachung eines Kraftstoffdruckes | |
WO2014121980A1 (de) | Verfahren und vorrichtung zum betrieb einer kraftstoffeinspritzeinrichtung insbesondere eines kraftfahrzeuges | |
DE102016110270B4 (de) | Kraftstofffiltervorrichtung | |
DE102015215688B4 (de) | Ansteuerverfahren zum Ansteuern eines Kraftstoffeinspritzsystems sowie Kraftstoffeinspritzsystem | |
DE102014225920A1 (de) | Verfahren zum Betrieb eines Dieselmotors | |
WO2019057666A1 (de) | Verfahren zum betreiben einer brennkraftmaschine mit einem einspritzsystem und einspritzsystem zur durchführung eines solchen verfahrens | |
EP3942171A1 (de) | Verfahren zum betreiben einer brennkraftmaschine, einspritzsystem für eine brennkraftmaschine und brennkraftmaschine mit einem einspritzsystem | |
EP3665377B1 (de) | Verfahren zum betreiben einer brennkraftmaschine mit einem einspritzsystem, einspritzsystem, eingerichtet zur durchführung eines solchen verfahrens, und brennkraftmaschine mit einem solchen einspritzsystem | |
DE102016214760B4 (de) | Verfahren zum Betrieb einer Brennkraftmaschine, Einrichtung zum Steuern und/oder Regeln einer Brennkraftmaschine, Einspritzsystem und Brennkraftmaschine | |
EP3234325A1 (de) | Verfahren zum betrieb eines verbrennungsmotors | |
WO2020165333A1 (de) | Verfahren zum betreiben eines einspritzsystems einer brennkraftmaschine, einspritzsystem für eine brennkraftmaschine sowie brennkraftmaschine mit einem solchen einspritzsystem | |
DE19957732B4 (de) | Verfahren zur Überprüfung einer betriebssicherheitsrelevanten Komponente einer Anlage | |
WO2008090135A1 (de) | Verfahren zur ermittlung eines unkontrollierten beschleunigens einer brennkraftmaschine. | |
DE102015215691B4 (de) | Betriebsverfahren zum Betreiben eines Kraftstoffeinspritzsystems sowie Kraftstoffeinspritzsystem | |
DE102016219356A1 (de) | Verfahren zur Erkennung von Tuningmaßnahmen an einer Brennkraftmaschine | |
DE102018104861A1 (de) | Verfahren zum Betreiben einer Brennkraftmaschine und Kraftstoffeinspritzsystem |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: UNKNOWN |
|
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: 20200428 |
|
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) | ||
RAP3 | Party data changed (applicant data changed or rights of an application transferred) |
Owner name: ROLLS-ROYCE SOLUTIONS GMBH |
|
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: 20221006 |
|
P01 | Opt-out of the competence of the unified patent court (upc) registered |
Effective date: 20230530 |