WO2012116854A1 - Procédé de commande d'un moteur à combustion interne - Google Patents

Procédé de commande d'un moteur à combustion interne Download PDF

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Publication number
WO2012116854A1
WO2012116854A1 PCT/EP2012/050277 EP2012050277W WO2012116854A1 WO 2012116854 A1 WO2012116854 A1 WO 2012116854A1 EP 2012050277 W EP2012050277 W EP 2012050277W WO 2012116854 A1 WO2012116854 A1 WO 2012116854A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
pump
crankshaft
camshaft
Prior art date
Application number
PCT/EP2012/050277
Other languages
German (de)
English (en)
Inventor
Sascha Ambrock
Friedrich Boecking
Frank Zehnder
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP12701081.7A priority Critical patent/EP2681432B1/fr
Priority to CN201280010925.3A priority patent/CN103415689B/zh
Publication of WO2012116854A1 publication Critical patent/WO2012116854A1/fr

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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/16—Adjustment of injection timing
    • F02D1/162—Adjustment of injection timing by mechanical means dependent on engine speed for angular adjustment of driving and driven shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/02—Fuel-injection apparatus having means for reducing wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • F02M39/02—Arrangements of fuel-injection apparatus to facilitate the driving of pumps; Arrangements of fuel-injection pumps; Pump drives

Definitions

  • the invention relates to a method for controlling an internal combustion engine having at least one piston pivotally attached to a crankshaft and a common rail injection system, comprising a high-pressure pump with a pump camshaft having at least one cam and at least one pump cylinder cooperating with the pump node shaft via a roller tappet.
  • Such a method for controlling an internal combustion engine is known from DE 10 2010 001 725 A1.
  • This method is designed so that, especially in internal combustion engines, which are installed in motor vehicles and which are provided with a start-stop / restart system, to ensure stability when starting the internal combustion engine.
  • the control method described is designed so that a deviation of a time is required, which is required to start the internal combustion engine.
  • a throttle valve is present, which is opened or closed in order to control an air supply to the internal combustion engine. This throttle valve is controlled according to a complex algorithm.
  • the invention has for its object to provide a method for controlling an internal combustion engine, with which the wear behavior and the performance of the internal combustion engine can be improved.
  • This object is achieved in that the angular offset of the pump camshaft to the crankshaft with respect to a wear-minimized and operationally optimized drive the internal combustion engine is designed.
  • This angular offset of the pump camshaft to the crankshaft has an influence on the injection insofar as this angular offset has an influence on the refilling process of a high-pressure accumulator in relation to that of the fuel! has ejected fuel.
  • the angular offset has a direct influence on the occurring in the high-pressure pump
  • the angular displacement improves the operating behavior of the internal combustion engine and minimizes wear.
  • the angular offset is optimized with regard to the operation of the injection system.
  • the angular offset is optimized, in particular with regard to the mechanical load of the injection system. Depending on the design, configuration and number of cylinders of the internal combustion engine, different wrench offsets result here.
  • such an angular offset is 39 ° in a four-cylinder series internal combustion engine.
  • the high-pressure pump is designed as a so-called one-punch pump and the associated pump camshaft has two cams.
  • the angular displacement of the pump camshaft with respect to the crankshaft is 16.36 °
  • the high-pressure pump always conveying 16.36 ° relative to the engine crankshaft TDC, and thus with respect to the angular position of the pump camshaft.
  • Cylinder OT is always 16.36 ° before the engine cylinder TDC stands.
  • the high-pressure pump is designed as a two-piston pump, wherein the two punches (pump plungers) enclose an angle of 90 °.
  • the injection system takes place at a fixed Wnkellage the start and / or stop of the internal combustion engine at a crankshaft angle, for the operation the injection system is optimized.
  • the operation can be optimized, for example, with regard to the occurring forces and / or the wear behavior.
  • the start and / or stop of the internal combustion engine take place at a crankshaft angle at which the at least one cam of the pump camshaft is in the range outside one above an upper or lower dead center of the roller tappet. It should be noted that in the area of the top and bottom dead center, the risk of a ram in the high-pressure pump is greatest. According to the invention, these ranges, which are at -5 ° to + 5 °, 85 ° to 95 °, 175 ° to 185 ° and 265 ° to 275 ° (PNW), are avoided.
  • inferior angular positions of the crankshaft are 51 ° ⁇ 5 °, 141 ° ⁇ 5 °, 231 ° ⁇ 5 °, 321 ° ⁇ 5 °, 41 1 ° ⁇ 5 °, 501 ° ⁇ 5 ° and 681 ° ⁇ 5 ° (KW).
  • unfavorable crankshaft rotational angular positions are 51 ° ⁇ 5 °, 141 ° ⁇ 5 °, 231 ° ⁇ 5 °, 321 ° ⁇ 5 °, 411 ° ⁇ 5 °, 501 ° ⁇ 5 ° and 681 ° ⁇ 5 ° (KW).
  • an internal combustion engine electronics stops at a stop command, the crankshaft at a predetermined crankshaft angle, which avoids the previously specified areas.
  • This stopping process can take place in that, depending on operating parameters of the internal combustion engine and the high-pressure pump, the stop command of, for example, an automatic start-stop system of the internal combustion engine is converted at a crankshaft angle, which the internal combustion engine electronics know after reaching this crankshaft angle rotates certain rotation angle and then comes to a standstill.
  • an auxiliary device such as a starter for targeted braking of the crankshaft can be used by the starter is used in this operating condition as a brake.
  • the internal combustion engine electronics by means of a
  • crankshaft to a predetermined crankshaft angle, which also avoids the previously specified areas. If the internal combustion engine runs so that the crankshaft and thus the pump camshaft are in an unfavorable rotational position, the crankshaft is rotated further until a favorable angular position of the pump camshaft is reached. This can in turn be done for example by the controlled use of the starter during the stop process or during the subsequent startup of the internal combustion engine. Further advantageous embodiments of the invention are shown in the drawing, are described in more detail in the embodiments illustrated in the figures of the invention.
  • FIG. 1 is a schematic representation of a section through a high-pressure pump designed as a stamping pump
  • FIG. 2 diagrammatically shows disadvantageous stop positions for a four-cylinder internal combustion engine
  • Fig. 3 is designed as a two-stamp pump high-pressure pump and
  • Fig. 4 in diagram form disadvantageous stop positions for a six-cylinder V-type internal combustion engine.
  • the high-pressure pump 1 according to FIG. 1 is designed as a stamping pump and has a pump housing 2 by a pump camshaft 3 is rotatably mounted.
  • the pump camshaft 3 has two opposing cams 4.
  • On the cam track thus formed runs a roller tappet 5 with a roller 6 from.
  • the roller 6 is rotatably mounted in a roller shoe of the roller tappet 5 and converts the rotational movement of the pump camshaft 3 in a translational up and down movement of the roller tappet 5.
  • a pump plunger 7 cooperates, of a plunger 8 against the roller tappet 5 is pressed.
  • the pump plunger 7 is guided in a cylinder and cooperates with a working space, is introduced into the controlled fuel.
  • the pump camshaft 3 is at the rotational angle 0 ° PNW with respect to the roller tappet 5 or the roller 6, wherein the rotation angle 90 °, 180 ° and 270 ° (PNW) are additionally entered in Fig. 1.
  • an angular offset of 39 ° is provided in the form that the high-pressure pump always 39 ° before the engine cylinder TDC promotes and therefore at the engine cylinder TDC always 39 ° after the combustion engine cylinder TDC stands.
  • the internal combustion engine according to the invention is turned off so that the rotational angle position (and rotational angle positions given below) of the pump camshaft 1 shown in FIG. 1 is not taken. These are the ranges -5 ° to + 5 °, 85 ° to 95 °, 175 ° to 185 ° and 265 ° to 275 ° (PNW).
  • PNW 265 ° to 275 °
  • the lower degree scale shows the pump camshaft angle PNW, while the crankshaft angle KW is entered on the upper degree scale.
  • the angular offset of 39 ° between the crankshaft and the pump camshaft 3 results in the illustrated offset between the angular positions of the pump camshaft and the crankshaft. In accordance with the previous explanations, this results in unfavorable engine cranking angles at a crank angle of 51 ° ⁇ 5 °, 141 ° ⁇ 5 °, 231 ° ⁇ 5 °, 321 ° ⁇ 5 °, 411 ° ⁇ 5 °, 501 ° ⁇ 5 ° and 681 ° ⁇ 5 ° (KW).
  • the high-pressure pump 1 shown in FIG. 3 is designed as a two-piston pump and accordingly has two roller tappets 5 and two pump plungers 7, which interact with the pump camshaft 3.
  • the pump camshaft 3 also has two opposed cams 4 in this embodiment.
  • the angular offset of the pump camshaft relative to the crankshaft is 16.36 °, whereby the pump always delivers, based on the pump camshaft angle, by this amount after the internal combustion engine cylinder TDC and therefore always at 16.36 ° in the engine cylinder TDC the engine cylinder TDC is.
  • the lower degree scale shows the pump camshaft angle PNW as in FIG. 2, while the crankshaft angle KW is entered on the upper degree scale. Due to the angular offset of 16.36 ° between the crankshaft and the pump camshaft 3, the illustrated offset between the angular positions of the pump camshaft and the crankshaft results.

Abstract

Procédé de commande d'un moteur à combustion interne comprenant au moins un piston fixé de manière articulée à un vilebrequin et un système d'injection à rampe commune doté d'une pompe haute pression avec un arbre à cames de pompe (3) possédant au moins une came (4) et au moins un piston plongeur de pompe (7) coopérant avec l'arbre à cames (3) de la pompe par le biais d'un poussoir à galets (5). Selon l'invention, le procédé de commande d'un moteur à combustion interne permet d'améliorer le comportement en fonctionnement et à l'usure du moteur à combustion interne. A cet effet, le décalage angulaire entre l'arbre à cames (3) de la pompe et le vilebrequin est choisi en vue d'un fonctionnement optimal et d'une usure minimale du moteur à combustion interne.
PCT/EP2012/050277 2011-03-01 2012-01-10 Procédé de commande d'un moteur à combustion interne WO2012116854A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP12701081.7A EP2681432B1 (fr) 2011-03-01 2012-01-10 Procédé de commande d'un moteur à combustion interne
CN201280010925.3A CN103415689B (zh) 2011-03-01 2012-01-10 用于控制内燃机的方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110004902 DE102011004902A1 (de) 2011-03-01 2011-03-01 Verfahren zum Steuern einer Brennkraftmaschine
DE102011004902.9 2011-03-01

Publications (1)

Publication Number Publication Date
WO2012116854A1 true WO2012116854A1 (fr) 2012-09-07

Family

ID=45531386

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/050277 WO2012116854A1 (fr) 2011-03-01 2012-01-10 Procédé de commande d'un moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP2681432B1 (fr)
CN (1) CN103415689B (fr)
DE (1) DE102011004902A1 (fr)
WO (1) WO2012116854A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104879255B (zh) * 2015-04-13 2017-12-22 广州柴油机厂股份有限公司 一种g26柴油样机喷油提前角调整工具及使用方法
DE102016216978A1 (de) * 2016-09-07 2018-03-08 Robert Bosch Gmbh Verfahren zur Ansteuerung einer Hochdruckpumpe für die Kraftstoffeinspritzung in einen Verbrennungsmotor
CN112727623B (zh) * 2020-12-31 2022-01-07 清华大学 蓄压泵式燃油喷射系统蓄压腔压力确定方法及发动机

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19721841A1 (de) * 1997-05-24 1998-09-03 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem für eine selbstzündende Brennkraftmaschine
EP1270929A1 (fr) * 2000-03-14 2003-01-02 Bosch Automotive Systems Corporation Pompe a combustible et dispositif d'alimentation en combustible utilisant cette pompe
EP1767769A1 (fr) * 2005-09-26 2007-03-28 Ford Global Technologies, LLC Procédé de reduction de la charge totale du système d'entraînement d'un systeme d'injection du combustible de type Common Rail
EP2169203A1 (fr) * 2008-09-30 2010-03-31 Hitachi Automotive Systems Ltd. Appareil de contrôle de pompe à carburant haute pression pour moteur à combustion interne
DE102010001725A1 (de) 2009-02-10 2010-08-12 Denso Corporation, Kariya-City Maschinenstoppsteuerungssystem für eine Brennkraftmaschine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3774905B2 (ja) * 1994-09-05 2006-05-17 株式会社デンソー 燃料噴射ポンプの噴射時期制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19721841A1 (de) * 1997-05-24 1998-09-03 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem für eine selbstzündende Brennkraftmaschine
EP1270929A1 (fr) * 2000-03-14 2003-01-02 Bosch Automotive Systems Corporation Pompe a combustible et dispositif d'alimentation en combustible utilisant cette pompe
EP1767769A1 (fr) * 2005-09-26 2007-03-28 Ford Global Technologies, LLC Procédé de reduction de la charge totale du système d'entraînement d'un systeme d'injection du combustible de type Common Rail
EP2169203A1 (fr) * 2008-09-30 2010-03-31 Hitachi Automotive Systems Ltd. Appareil de contrôle de pompe à carburant haute pression pour moteur à combustion interne
DE102010001725A1 (de) 2009-02-10 2010-08-12 Denso Corporation, Kariya-City Maschinenstoppsteuerungssystem für eine Brennkraftmaschine

Also Published As

Publication number Publication date
EP2681432B1 (fr) 2016-04-06
CN103415689A (zh) 2013-11-27
EP2681432A1 (fr) 2014-01-08
DE102011004902A1 (de) 2012-09-06
CN103415689B (zh) 2016-07-06

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