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
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
  • F02D41/2425—Particular ways of programming the data
  • F02D41/2429—Methods of calibrating or learning
  • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
  • F02D41/2464—Characteristics of actuators
  • F02D41/2467—Characteristics of actuators for injectors
  • F02D41/247—Behaviour for small quantities
• • 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
  • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
  • F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors
• • 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
  • F02D41/402—Multiple injections
  • F02D41/403—Multiple injections with pilot injections
• • 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
  • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
• • 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
  • F02D2250/04—Fuel pressure pulsation in common rails
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the present invention relates to a method for operating a common rail injection system.
• the present invention relates to a computer program that performs all the steps of the inventive method when it runs on a computing device or controller.
• the present invention relates to a computer program product with program code, which is stored on a machine-readable carrier, for carrying out the method according to the invention when the program is executed on a computer or control unit.
• a quantity deviation which results over the lifetime of a common rail injector through different forms of wear, must be compensated.
• This difference in quantity can be positive (excess quantity) as well as negative (quantity shortage).
• the problem now arises of determining and compensating for the difference between the setpoint quantity and the actually injected quantity.
• the target amount corresponds to data stored in the control unit of the vehicle data characteristics.
• the actual amount injected can only be determined indirectly.
• there are different solutions for this Among other things, there is the possibility to measure the pressure curve in a cylinder of the engine via pressure measuring sensors and from there to the injection quantity advocateszunite. A disadvantage of this method is that additional measuring sensors must be installed for their application, which lead to additional costs.
• DE 10 2008 043 165 A1 describes a method for determining the pre-injection quantity in the fired operation of an internal combustion engine.
• a single injection that is, only a main injection and a double injection, that is, a pilot injection and a main injection
• the activation duration of the pilot injection is changed until the effect on certain frequencies of a speed signal of the motor becomes zero.
• the effect is determined by the magnitude and phase of a speed information transformed into the frequency domain. It takes into account half the camshafts and three halves of the camshaft frequency.
• this method is associated with a serious disadvantage. This is that in the known method of
• Pressure wave influence of the pilot injection on the main injection must be compensated if it is present in a pilot injection. This compensation is a high application cost and is subject to high tolerances, since not all operating points and boundary conditions are taken into account in the calculation.
• each fuel in the method according to the invention for operating a common rail injection system of an internal combustion engine, each fuel
• Main injection at least one pilot injection drive ahead, and at least one Voreinspritzungsan horrung takes place over such a short period of time that it does not lead to an opening and closing of an injector of the common rail injection system.
• Injection system is removed, and thereby a pressure wave is triggered.
• the influence of the pressure wave on the main injection is essentially independent of the activation duration of the pre-injection.
• the at least one pilot injection control which takes place over such a short period of time that it does not lead to opening and closing of an injector valve of the common rail injection system, takes place for at least such a long period of time that it is open and closing a control valve of an injector of the common rail injection system leads. This allows the emptying and refilling of the control space of the injector.
• every second main fuel injection is preceded by a pilot injection, which takes place for such a short period of time that it does not lead to opening and closing of an injector valve of the common rail injection system.
• a pilot injection which takes place for such a short period of time that it does not lead to opening and closing of an injector valve of the common rail injection system.
• each main fuel injection precedes exactly one pilot injection drive.
• each main fuel injection precedes a plurality of pre-injection actuations, wherein at least one pre-injection actuation, which precedes another pre-injection actuation, takes place over such a short period of time that it does not lead to opening and closing of an injector valve of the common-rail system. Injection system leads. It is particularly preferred that each main fuel injection precedes two pre-injection drives. In this way, the method according to the invention can replace an injection pattern known from the prior art, which alternately consists of a double injection, that is, a main injection with a pilot injection, and a triple injection, that is, a main injection with two pilot injections, and that to one especially low noise emission of the internal combustion engine leads.
• An injection pattern comprising the main injections and the pilot injections is preferably determined during a calibration, in particular a zero-quantity calibration.
• the computer program according to the invention performs all the steps of the method according to the invention when it runs on a computing device or control unit. This allows the implementation of the method according to the invention in an existing common-rail injection system, without having to make structural changes.
• the computer program product according to the invention with program code is stored on a machine-readable carrier and serves to carry out the method according to the invention when the program is executed on a computer or control unit.
• Figure 1 shows a common rail injection system according to the prior art.
• FIG. 2 shows an injector of the common-rail injection system according to FIG. 1.
• FIG. 3 shows the sequence of a known injection pattern in which a single injection and a double injection are alternately deposited on a cylinder.
• FIG. 4 shows schematically an embodiment of a method according to the invention.
• FIG. 5 schematically shows the sequence of a method according to another embodiment of the invention.
• Embodiments of the invention can be used for operating a known common rail injection system, as shown in FIG.
• This includes a fuel tank 1 1, in which a fuel line with a fuel filter 1 1 1 ends, which leads to a fuel pump 1 12.
• the fuel pump 1 12 conveys fuel through a filter 12 to a high pressure piston pump 13.
• This transports fuel through a high pressure feed line 14 to a rail 15.
• the rail 15 four stubs 16, each ending in an injector 17.
• Each injector 17 is connected to a fuel return line 18 which terminates in the fuel tank 11.
• the control of the high-pressure pump 13 and the injectors 17 is effected by a control unit 19.
• an injector 17 The construction of an injector 17 is shown schematically in FIG.
• the injector has a control valve 171, which is arranged in a valve chamber 172.
• a piezoelectric actuator (not shown) is deformed by application of electrical voltage and there is a certain stroke, which is increased by a hydraulic coupler and passed to the control valve 171.
• the valve space 172 is connected via an outlet 173 to a control volume 174, which is connected via an inlet 175 to a valve chamber 176 of an injector valve, which has a valve needle 177 and the fuel injection in a cylinder of the internal combustion engine is used.
• a bypass 178 connects the two valve chambers 172, 176.
• the control valve 172 can close the bypass 178, so that the pressure in the control volume 174 falls.
• the nozzle needle 177 is then pressed inwards via the pressure in the rail 15 and the hole nozzle of the valve chamber 176 is no longer closed by the nozzle needle 177. It comes to an injection. If the electrical voltage is now taken back from the activator, the bypass 178 is opened again via the control valve 172. In the control volume 174 pressure builds up and the nozzle needle 177 is pushed down. The nozzle is closed again via the nozzle needle 177 and the injection was stopped.
• Main injection 21 1 and a double injection, which consists of a Pre-injection 221 and a main injection 212 is.
• the main injection 212 is extended by an amount 212a. This is shown in FIG.
• FIG. 4 shows an embodiment of the method according to the invention for operating a common-rail injection system 1.
• a conventional pilot injection 321 followed by a main injection 31 1 and a pilot injection 331 for such a short period of time that it does not open and close the injector valve 176, 177 but is long enough to open and Close the control valve 171 of the injector 17 to lead.
• a main injection 312. In this embodiment of the method according to the invention, the pressure influence of the two pilot injections 321, 331 on the two main injections 31 1, 312 is equal, so that no compensation of the pressure wave influence has to take place.
• FIG. 5 shows the sequence of another embodiment of the method according to the invention.
• a first main injection 333 is preceded by two conventional pilot injections 322, 323, and a second main injection 334 is preceded by a conventional pilot injection 324, which is preceded by a pilot injection 332 that occurs for such a short period of time not to open and close the injector valve 176 , 177, but sufficient to trigger opening and closing of the control valve 171 of the injector 17.
• the pressure wave influence on the two main injections 333, 334 is identical, so that no compensation of the pressure wave influence is necessary.
• each with two pilot injections leads to a very low noise level of the internal combustion engine.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Fuel-Injection Apparatus (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

Family

ID=48534359

Family Applications (1)

Country Status (6)

Families Citing this family (2)

Citations (6)

Family Cites Families (1)

• 2012
  • 2012-06-22 DE DE102012210628A patent/DE102012210628A1/de not_active Withdrawn
• 2013
  • 2013-05-22 WO PCT/EP2013/060499 patent/WO2013189682A1/de not_active Ceased
  • 2013-05-22 CN CN201380032321.3A patent/CN104364505B/zh not_active Expired - Fee Related
  • 2013-05-22 KR KR1020157001314A patent/KR102004579B1/ko not_active Expired - Fee Related
  • 2013-05-22 IN IN7784DEN2014 patent/IN2014DN07784A/en unknown
  • 2013-06-12 IT IT000966A patent/ITMI20130966A1/it unknown

Patent Citations (6)

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