WO2008111904A1 - Agencement et procédé de contrôle de l'allumage d'un moteur à combustion - Google Patents

Agencement et procédé de contrôle de l'allumage d'un moteur à combustion Download PDF

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Publication number
WO2008111904A1
WO2008111904A1 PCT/SE2008/050257 SE2008050257W WO2008111904A1 WO 2008111904 A1 WO2008111904 A1 WO 2008111904A1 SE 2008050257 W SE2008050257 W SE 2008050257W WO 2008111904 A1 WO2008111904 A1 WO 2008111904A1
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WO
WIPO (PCT)
Prior art keywords
fuel
injection
combustion
during
control unit
Prior art date
Application number
PCT/SE2008/050257
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English (en)
Inventor
Olof Erlandsson
Original Assignee
Scania Cv Ab (Publ)
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to DE112008000687.3T priority Critical patent/DE112008000687B4/de
Publication of WO2008111904A1 publication Critical patent/WO2008111904A1/fr

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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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/022—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an optical sensor, e.g. in-cylinder light probe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode

Definitions

  • the present invention relates to an arrangement and a method for a combustion engine according to the preambles of claims 1 and 11.
  • a known practice is to control combustion processes in certain types of combustion engine, e.g. HCCI engines, on the basis of stored information from one or more previous combustion processes. Control may be exercised individually for each cylinder of the combustion engine, but such control is subject to the limitation that if the injection of fuel is not optimum during a combustion process an adjustment of the fuel injection can only be effected during a subsequent combustion process.
  • a so-called “common rail” system may be used for the purpose.
  • a common rail system comprises a high-pressure pump which pumps fuel at a very high pressure to an accumulator tank (the “common rail”).
  • the pressure in the accumulator tank during operation may be within the range 250 to 2000 bar and, in the future, probably still higher.
  • the fuel in the accumulator tank is intended to be distributed to all the cylinders of the combustion engine.
  • the fuel from the accumulator tank is injected into the respective cylinders by electronic injectors which can open and close very quickly.
  • An electrical control unit calculates substantially continuously the amount of fuel to be supplied to the respective cylinders on the basis of information from various engine parameters such as the load and speed of the engine.
  • the electrical control unit also receives information from a pressure sensor concerning the prevailing pressure in the accumulator tank. On the basis of knowing about the pressure in the accumulator tank, the electrical control unit controls the opening times of the electronic injectors so that the calculated amount of fuel is supplied to the respective cylinders.
  • unit injectors Another way of injecting fuel at a high pressure into the cylinders of the combustion engine is to use so-called unit injectors.
  • a unit injector comprises both an injection means and an injection pump.
  • a unit injector is installed close to each of the cylinders of the combustion engine.
  • the unit injectors comprise a solenoid valve controlled by an electrical control unit.
  • the electrical control unit emits control signals to the solenoid valves for a desired amount of fuel to be injected into the respective cylinders from the respective unit injectors.
  • the object of the present invention is to provide an arrangement and a method for a combustion engine whereby the combustion processes can be controlled with very great precision.
  • the combustion process inevitably begins with a certain delay after the injection of the fuel has begun.
  • the combustion process correspondingly continues for a short period after the injection of the fuel has ceased.
  • the control according to the invention of the fuel injection can therefore only be effected during the time when both an injection process and a combustion process are ongoing. If the information received indicates that an ongoing combustion process is not optimum in a certain respect, the control unit has the possibility of controlling the continued injection of fuel in such a way that any shortcoming is corrected during the remainder of the combustion process.
  • Each combustion process in a combustion engine can therefore be effected in a substantially optimum manner even if shortcomings occur at any stage of the combustion process.
  • control unit is adapted to substantially continuously receiving information concerning the value of said parameter from said sensor and to substantially continuously controlling the injection of fuel by the injection means during the remainder of the ongoing combustion process on the basis of parameter values received.
  • the injection of the fuel can therefore be controlled with feedback during the remainder of the combustion process. Very accurate control of the combustion pattern is thus made possible.
  • the control unit may be adapted to comparing at least one parameter value received from said sensor with an expected parameter value and, in the event of an undesirable difference between said parameter values, to controlling the injection of fuel by the injection means during the remainder of the combustion process with the object of compensating for that difference.
  • Such expected parameter values may be stored in the control unit or be calculated by the control unit for each comparison.
  • said sensor is adapted to detecting a parameter value related to the pressure of the fuel injected into the combustion space.
  • the control unit calculates usually in advance the amount of fuel which needs to be supplied during a combustion process.
  • the control unit estimates the amount of time for which the injection means needs to be activated for the desired amount of fuel to be supplied. In this case the control unit thus receives information concerning the actual injection pressure of the fuel during an ongoing combustion process. If that pressure value differs from the expected pressure value, an incorrect amount of fuel will be injected into and burnt in the combustion space.
  • the control unit can adjust the continuing injection so that a correct amount of fuel is supplied and burnt during the ongoing combustion process.
  • said sensor is adapted to detecting a parameter value which arises from the ongoing combustion process in the combustion space.
  • a sensor is with advantage situated within or in the immediate vicinity of the combustion space.
  • Such a sensor may be a pressure sensor which detects the pressure prevailing in the combustion space during a combustion process.
  • the sensor is a sound sensor which detects the noise which occurs during the combustion process. If an expected pressure or sound does not occur during a combustion process, the injection of the fuel may be adjusted so that the pressure or noise during the remainder of the ongoing combustion process is guided towards desired values.
  • the senor is adapted to detecting an ion stream in the combustion space.
  • an ion stream When fuel and air are burnt in the combustion space, free electrons and charged ions are formed in the combustion gas.
  • the sensor is an optical sensor which detects the light generated during the combustion process, which also provides a picture of the ongoing combustion process.
  • a laser beam may also be passed through the combustion space to detect the presence of various substances in the exhaust gases, since each molecule in the combustion space absorbs laser light at a certain wavelength.
  • the control unit is adapted to controlling the injection of fuel during the remainder of the ongoing combustion process by varying the length of the period of time during which the injection means injects fuel. If, for example, the actual fuel pressure is lower than the expected fuel pressure or drops more than expected during the injection process, it may be necessary for the injection time to be lengthened to enable the desired amount of fuel to be supplied and burnt during the ongoing combustion process. In a corresponding manner, an expected injection time may be reduced if the actual fuel pressure is higher than an expected fuel pressure value.
  • the control unit may be adapted to controlling the injection of fuel during the remainder of the ongoing combustion process so that the injection of the fuel is effected at least partly intermittently.
  • the injection means is a piezoelectric injector.
  • a piezoelectric injector has a movable element made of ceramic (piezo) which is widened by electricity. The movable element acts upon one or more fuel injection apertures.
  • Such an injector also makes it possible to adjust the amount of fuel injected per unit time during an ongoing injection process. The amount of injection can thus be varied as desired during the injection time.
  • a piezoelectric injector is also quick and exact and therefore very suitable for use in this context.
  • control unit comprises an FPGA (field programmable gate array) circuit, which is an integrated circuit with hardware which can be reprogrammed directly from a static memory (RAM, ROM or flash memory) at the start of the circuit and be altered to have a different function at each start.
  • FPGA field programmable gate array
  • Fig. 1 depicts an arrangement for a combustion engine according to a first embodiment of the invention
  • Fig. 2 depicts an arrangement for a combustion engine according to a second embodiment of the invention
  • Fig. 3 depicts a method for a combustion engine according to an embodiment of the invention. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION
  • Fig. 1 depicts part of a fuel injection system for a combustion engine which may be a diesel engine.
  • the fuel injection system is with advantage fitted in a heavy vehicle.
  • the fuel injection system has a so-called common rail system.
  • the fuel system comprises a fuel line 1 for supplying fuel from an undepicted fuel tank to the respective cylinders of the combustion engine.
  • One of the combustion engine's cylinders 2 is depicted in Fig. 1.
  • a high-pressure pump 3 is arranged in the fuel line 1 to pressurise the fuel so that it is fed at a high pressure into an accumulator tank 4 which takes the form of a so-called common rail.
  • Fuel lines Ia extend between the accumulator tank 4 and the respective cylinders 2 of the combustion engine.
  • Each fuel line Ia leads to an injection means 5 for injection of fuel into a cylinder 2.
  • the injection means 5 When the injection means 5 is placed in an open position, it injects fuel from the accumulator tank 4 at a high pressure into a combustion space 6 of the cylinder 2.
  • the injection means 5 is provided with a plurality of apertures for injecting the fuel in the form of a plurality of jets into the combustion space 6.
  • the injection means 5 is with advantage a piezoelectric injector. Very rapid and exact injection of the fuel can be effected with a piezoelectric injector.
  • the injection apertures of a piezoelectric injector are also adjustable, making it possible to vary the amount of fuel injected during an injection process.
  • the combustion space 6 is in a conventional manner bounded downwards by a movable piston 7.
  • the piston 7 is connected to a crankshaft 8 via a connecting rod 9. The movements of the piston 7 in the cylinder 2 are converted to rotary motion by the crankshaft 8.
  • An inlet line 10 is connected to the combustion space 6 via an aperture 11 to make it possible to supply air to the combustion space 6.
  • the air may possibly contain recirculating exhaust gases.
  • the air is with advantage pressurised and cooled before it is led into the combustion space 6.
  • An inlet valve 12 is arranged in the aperture 11 to control the supply of air to the combustion space 6.
  • An electric control unit 9 is adapted to controlling the operation of the high-pressure pump 3 and the injection means 5 so that an optimum amount of fuel can be injected at desired times into the combustion space 6.
  • a pressure sensor 4a is fitted in the accumulator tank 4 to detect the pressure prevailing in the accumulator tank 4 and to substantially continuously send signals to the control unit 9 with information about the fuel pressure detected.
  • the control unit 9 comprises an FPGA circuit 9a, which is a programmable circuit enabling very rapid processing of data and control of the injection means 5.
  • An exhaust line 13 is intended to lead the exhaust gases away from the combustion processes in the combustion space 6. The release of exhaust gases from the combustion space 6 is regulated by an exhaust valve 14.
  • the control unit 9 is also adapted to controlling the inlet valve 12 and the exhaust valve 14.
  • a sensor 15, here exemplified as a pressure sensor 15, is arranged in the combustion space 6 to detect the pressure prevailing in the combustion space 6 during an ongoing combustion process.
  • the sensor 15 may alternatively be a sound sensor which detects the noise generated during an ongoing combustion process, a sensor which detects an ion stream in the combustion space 6 or an optical sensor which detects the light generated during an ongoing combustion process.
  • the pressure sensor 15 is adapted to substantially continuously sending signals to the control unit 9 with information about the pressure detected in the combustion space 6.
  • the control unit 9 substantially continuously receives control signals concerning engine parameters, e.g. the load and speed of the engine. On the basis of that information, the control unit 9 calculates the amount of fuel which needs to be supplied to the cylinders 2 of the combustion engine. The control unit 9 receives at the same time information concerning the instantaneous pressure in the accumulator tank 4 from the pressure sensor 4a. From knowing the desired amount of fuel and the prevailing pressure in the accumulator tank 4, the control unit 9 can determine the amount of time for which the injection means 5 needs to be in an open position for the desired amount of fuel to be supplied to the combustion space 6.
  • the inlet valve 12 opens so that air and any recirculating exhaust gases from the inlet line 10 are drawn into the expanding combustion space 6 in an amount which is controlled by the control unit 9.
  • the control unit 9 closes the inlet valve 12.
  • the subsequent upward movement of the piston 7 causes compression of the air and exhaust gases in the combustion space 6.
  • the air and exhaust gases in the combustion space 6 thereby undergo a temperature rise in proportion to the degree of compression.
  • the control unit 9 places the injection means 5 in an open position so that fuel begins to be injected at a high pressure into the combustion space 6. The fuel ignites and burns during a combustion process in the combustion space 6.
  • the control unit 9 substantially continuously receives information from the pressure sensor 4a concerning the fuel pressure prevailing in the accumulator tank 4.
  • the control unit 9 compares the prevailing fuel pressure with an expected pressure value. If there is a difference, the control unit 9 controls the injection means 5 in such a way that said difference is corrected during the remainder of the combustion process.
  • the control unit 9 may accordingly control the injection process in such a way that the injection time is lengthened or shortened relative to a previously expected injection time.
  • the control unit 9 may control the injection process in such a way that the amount of fuel injected varies during the injection time. In that case the control unit 9 may control the injection process so that fuel is injected intermittently into the combustion space 6.
  • control unit 9 also substantially continuously receives information from the pressure sensor 15 concerning the pressure prevailing in the combustion space 6.
  • the control unit 9 compares the pressure prevailing in the combustion space 6 with an expected pressure value. If there is an undesirable difference, the control unit 9 controls the injection means 5 in such a way that said difference is corrected during the remainder of the injection process in at least one of the ways indicated above.
  • Such substantially continuous feedback control of the injection of fuel during an ongoing combustion process makes it possible to achieve very exact control of the fuel injection.
  • the performance and fuel consumption of the combustion engine can thus be optimised with very good accuracy.
  • the discharge of particles and emissions from the combustion engine can be minimised or adjusted with very good accuracy to prevailing legislation.
  • the pressure rise which occurs as a result of the combustion process in the combustion space 6 causes the piston 7 to be pushed downwards.
  • the control unit 9 opens the exhaust valve 14. The subsequent upward movement of the piston 7 pushes the exhaust gases formed during the combustion process out to the exhaust line 13.
  • Fig. 2 depicts part of an alternative fuel injection system for a combustion engine.
  • unit injectors 5' are used for injecting fuel at a high pressure into the respective cylinders of the combustion engine.
  • One cylinder 2 is depicted in Fig. 2.
  • a unit injector 5' comprises a combined high-pressure pump and an injection means.
  • a pressure sensor 5a is here applied close to the unit injector 5' to detect the fuel pressure which the pump of the unit injector generates during an injection process.
  • a sensor 15' is here arranged partly within the combustion space 6 of the cylinder 2 to measure the ion stream generated in the combustion space 6 during an ongoing combustion process.
  • the control unit 9 calculates the amount of fuel which needs to be supplied to the cylinders 2 of the combustion engine. On the basis of knowing a desired amount of fuel and an expected pressure which the unit injector 5' can generate, the control unit 9 determines the amount of time for which the injection means of the unit injector 5' needs to be in an open position for the desired amount of fuel to be supplied to the combustion space 6. During an ongoing injection process, the control unit 9 substantially continuously receives information from the pressure sensor 5a concerning the prevailing injection pressure. The control unit 9 compares the prevailing injection pressure with an expected pressure value.
  • control unit 9 controls the unit injector 5' in such a way that said difference is corrected during the remainder of the injection process.
  • the control unit 9 also substantially continuously receives information from the sensor 15' concerning the ion stream detected in the combustion space 6.
  • the control unit 9 compares the ion stream detected in the combustion space 6 with an expected ion stream. If there is an undesirable difference, the control unit 9 controls the injection means of the unit injector 5' so that said difference is corrected during the remainder of the injection process.
  • the result is substantially continuous feedback control of the injection of fuel during an ongoing injection process and the consequent possibility of very exact control of the fuel injection.
  • Fig. 3 depicts schematically a method for a combustion engine which comprises the components depicted in Fig. 1 or 2.
  • the combustion engine thus comprises a combustion space 6, an injection means 5, 5' adapted to injecting fuel into the combustion space 6 when a combustion process is to be effected, a control unit 9 adapted to controlling the injection means 5, 5' and a sensor 4a, 5a, 15, 15' adapted to detecting a parameter p which has a value related to the combustion processes in the combustion space 6.
  • the method starts at step 16.
  • the control unit 9 here receives information from a sensor 4a, 5a, 15, 15' concerning a detected parameter value p related to an ongoing combustion process in the combustion space 6.
  • the control unit 9 compares the parameter value p received from said sensor 4a, 5a, 15, 15' with an expected parameter value p n . If the parameter value p received corresponds to the expected parameter value p n , the process starts again at step 16. The injection of the fuel then continues in a predetermined manner. If the parameter value p received does not correspond to the expected parameter value p n , the process moves on to step 18, where the control unit 9 decides whether the difference is acceptable or not. In certain cases the difference may be acceptable because of being so small that it is better to postpone making an adjustment of the fuel injection.
  • the parameter p may have a value which indicates a lower content of, for example, particles and emissions in the exhaust gases than is indicated at the expected parameter value p n . If this difference is acceptable, the process starts again at step 16. If there is an undesirable difference, the control unit decides, at step 19, how the injection of the fuel should be altered with a view to compensating for the difference during the remainder of the combustion process.
  • the injection of the fuel may accordingly be lengthened or shortened relative to a predetermined value. Alternatively or in combination, the injection amount per unit time may be corrected or the injection of the fuel may be effected intermittently. After the adjustment of the fuel injection, the process starts again at step 16.
  • the process indicated above proceeds with advantage substantially continuously during an ongoing combustion process.
  • said parameter p may be the pressure at which the fuel is injected into the combustion space, the pressure prevailing in the combustion space, the ion stream in the combustion space, the light from the combustion process etc.
  • the invention is in no way limited to the embodiment described but may be varied freely within the scopes of the claims.
  • two sensors are used for detecting various parameters during an injection process, but it may be sufficient to detect one such parameter. More than two parameters may of course also be detected in order to control a residual combustion process.
  • the combustion engine is a diesel engine but may also be other types of combustion engine, such as variants of Otto engines and HCCI engines.

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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)

Abstract

L'invention concerne un agencement et un procédé pour moteur à combustion. L'agencement comprend un espace de combustion (6) ; un moyen d'injection (5, 5') conçu pour injecter du carburant dans l'espace de combustion (6) lorsqu'un processus de combustion doit être effectué ; une unité de contrôle (9) conçue pour contrôler le moyen d'injection (5, 5') ; et un capteur (4a, 5a, 15, 15') conçu pour détecter un paramètre dont la valeur est en rapport avec les processus de combustion dans l'espace de combustion (6). L'unité de contrôle (9) est conçue pour recevoir des informations émises par le capteur (4a, 5a, 15, 15') et concernant la valeur du paramètre au moins une fois pendant un processus de combustion permanente, et pour contrôler l'injection de carburant par injection (5, 5') permanente durant le reste du processus de combustion selon la valeur de paramètre.
PCT/SE2008/050257 2007-03-15 2008-03-07 Agencement et procédé de contrôle de l'allumage d'un moteur à combustion WO2008111904A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112008000687.3T DE112008000687B4 (de) 2007-03-15 2008-03-07 Anordnung und Verfahren zum Steuern der Verbrennung in einem Verbrennungsmotor

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0700654-7 2007-03-15
SE0700654A SE534864C2 (sv) 2007-03-15 2007-03-15 Arrangemang och förfarande hos en dieselmotor

Publications (1)

Publication Number Publication Date
WO2008111904A1 true WO2008111904A1 (fr) 2008-09-18

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PCT/SE2008/050257 WO2008111904A1 (fr) 2007-03-15 2008-03-07 Agencement et procédé de contrôle de l'allumage d'un moteur à combustion

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DE (1) DE112008000687B4 (fr)
SE (1) SE534864C2 (fr)
WO (1) WO2008111904A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014175816A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175818A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175817A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175820A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175821A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175819A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2015144704A1 (fr) * 2014-03-25 2015-10-01 Fev Gmbh Commande pilote basée sur un modèle pour la régulation du taux de combustion

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US5313924A (en) * 1993-03-08 1994-05-24 Chrysler Corporation Fuel injection system and method for a diesel or stratified charge engine
US6530361B1 (en) * 1999-07-06 2003-03-11 Hitachi, Ltd. Compression ignition engine and control method thereof
WO2005090768A1 (fr) * 2004-03-24 2005-09-29 Toyota Jidosha Kabushiki Kaisha Dispositif d'evaluation du temps d'allumage d'un melange gazeux pour moteur a combustion interne et dispositif de regulation pour moteur a combustion interne
WO2005098228A1 (fr) * 2004-04-01 2005-10-20 Siemens Diesel Systems Technology Vdo Soupape de commande pour injecteur de carburant et mode de fonctionnement
WO2006056702A1 (fr) * 2004-11-26 2006-06-01 Peugeot Citroen Automobiles Sa Dispositif et procede de determination de la quantite de nox emise par un moteur diesel de vehicule automobile et systemes de diagnostic et de controle du fonctionnement du moteur comprenant un tel dispositif.
EP1681453A2 (fr) * 2000-07-13 2006-07-19 Caterpillar Inc. Procédé et appareil de distribution des injections multiples de carburant dans les cylindres d'un moteur à combustion interne

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FR2801075B1 (fr) 1999-11-17 2004-03-19 Denso Corp Appareil d'injection de carburant pour moteur a combustion interne
DE102005010435A1 (de) 2005-03-08 2006-09-14 Conti Temic Microelectronic Gmbh Verfahren und Schaltungsanordnung zur Strom- und Ladungsregelung eines piezoelektrischen Kraftstoff-Injektors
DE102006015503A1 (de) 2006-03-31 2007-10-04 Fev Motorentechnik Gmbh Einspritzverfahren und zugehörige Verbrennungskraftmaschine
DE102007013119A1 (de) 2007-03-13 2008-09-18 Fev Motorentechnik Gmbh Einspritzverfahren und zugehörige Verbrennungskraftmaschine

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5313924A (en) * 1993-03-08 1994-05-24 Chrysler Corporation Fuel injection system and method for a diesel or stratified charge engine
US6530361B1 (en) * 1999-07-06 2003-03-11 Hitachi, Ltd. Compression ignition engine and control method thereof
EP1681453A2 (fr) * 2000-07-13 2006-07-19 Caterpillar Inc. Procédé et appareil de distribution des injections multiples de carburant dans les cylindres d'un moteur à combustion interne
WO2005090768A1 (fr) * 2004-03-24 2005-09-29 Toyota Jidosha Kabushiki Kaisha Dispositif d'evaluation du temps d'allumage d'un melange gazeux pour moteur a combustion interne et dispositif de regulation pour moteur a combustion interne
WO2005098228A1 (fr) * 2004-04-01 2005-10-20 Siemens Diesel Systems Technology Vdo Soupape de commande pour injecteur de carburant et mode de fonctionnement
WO2006056702A1 (fr) * 2004-11-26 2006-06-01 Peugeot Citroen Automobiles Sa Dispositif et procede de determination de la quantite de nox emise par un moteur diesel de vehicule automobile et systemes de diagnostic et de controle du fonctionnement du moteur comprenant un tel dispositif.

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014175816A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175818A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175817A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175820A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175821A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2014175819A1 (fr) * 2013-04-25 2014-10-30 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne
WO2015144704A1 (fr) * 2014-03-25 2015-10-01 Fev Gmbh Commande pilote basée sur un modèle pour la régulation du taux de combustion

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DE112008000687B4 (de) 2020-06-25
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DE112008000687T5 (de) 2010-02-11

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