EP1199459B1 - Procédé de démarrage d'un moteur à combustion - Google Patents

Procédé de démarrage d'un moteur à combustion Download PDF

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Publication number
EP1199459B1
EP1199459B1 EP20010119971 EP01119971A EP1199459B1 EP 1199459 B1 EP1199459 B1 EP 1199459B1 EP 20010119971 EP20010119971 EP 20010119971 EP 01119971 A EP01119971 A EP 01119971A EP 1199459 B1 EP1199459 B1 EP 1199459B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
injection
internal combustion
combustion engine
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.)
Expired - Lifetime
Application number
EP20010119971
Other languages
German (de)
English (en)
Other versions
EP1199459A3 (fr
EP1199459A2 (fr
Inventor
Klaus Joos
Thomas Dr. Frenz
Gerd Grass
Hansjoerg Dr. Bochum
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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
Publication of EP1199459A2 publication Critical patent/EP1199459A2/fr
Publication of EP1199459A3 publication Critical patent/EP1199459A3/fr
Application granted granted Critical
Publication of EP1199459B1 publication Critical patent/EP1199459B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • 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
    • F02D2200/0604—Estimation of 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
    • 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
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • 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

Definitions

  • the invention is based on a method for starting an internal combustion engine, in particular of a motor vehicle, according to the preamble of claim 1.
  • Such a method such an internal combustion engine, such a control device and such a computer program are for example from the DE 198 27 609 A1 known.
  • the fuel is injected via injection valves during the intake phase or during the compression phase directly into the combustion chamber and burned there.
  • the fuel is pressurized in an upstream fuel reservoir. This represents that pressure which acts on the fuel and with which the fuel is thus injected via the injection valves into the combustion chambers.
  • the object of the invention is to provide a method for starting an internal combustion engine, with the back-blowing of fuel in the accumulator is safely avoided.
  • a fuel mass present in the fuel accumulator prior to injection is determined. This is done on the basis of an equation that takes into account the compressibility of the fuel.
  • a fuel mass present in the fuel accumulator after injection in the fuel accumulator is determined from the fuel mass present in the fuel accumulator prior to the injection and from the fuel mass to be injected. This is done by means of a difference.
  • the pressure acting on the fuel at the end or after injection is determined from the fuel mass present in the fuel accumulator after the injection. This is again done using the aforementioned equation.
  • the threshold pressure corresponds approximately to the pressure that is required for the shift operation to be carried out.
  • the stratified operation is excluded when the pressure acting on the fuel at the end or after the injection is smaller than the threshold pressure.
  • the computer program is executable in particular on a microprocessor and suitable for carrying out the method according to the invention.
  • the invention is realized by the computer program, so that this computer program in the same way represents the invention as the method to whose execution the computer program is suitable.
  • the computer program can be stored on an electrical storage medium, for example on a flash memory or a read-only memory.
  • FIG. 1 an internal combustion engine 1 of a motor vehicle is shown, in which a piston 2 in a cylinder 3 back and forth.
  • the cylinder 3 is provided with a combustion chamber 4, which is limited inter alia by the piston 2, an inlet valve 5 and an outlet valve 6.
  • an intake valve 5 is an intake pipe 7 and with the exhaust valve 6, an exhaust pipe 8 is coupled.
  • an injection valve 9 and a spark plug 10 protrude into the combustion chamber 4.
  • Fuel can be injected into the combustion chamber 4 via the injection valve 9. With the spark plug 10, the fuel in the combustion chamber 4 can be ignited.
  • a rotatable throttle valve 11th housed, via which the intake pipe 7 air can be supplied.
  • the amount of air supplied is dependent on the angular position of the throttle valve 11.
  • a catalyst 12 is housed, which serves to purify the exhaust gases resulting from the combustion of the fuel.
  • the injection valve 9 is connected via a pressure line with a fuel reservoir 13.
  • the injection valves of the other cylinders of the internal combustion engine 1 are connected to the fuel accumulator 13.
  • the fuel storage 13 is supplied via a supply line with fuel.
  • an electrical and / or mechanical Kraftstoffpunpe is provided which is adapted to build up the desired pressure in the fuel reservoir 13.
  • a pressure sensor 14 is arranged on the fuel accumulator 13, with which the pressure in the fuel accumulator 13 can be measured. This pressure is that pressure which is exerted on the fuel and with which therefore the fuel is injected via the injection valve 9 into the combustion chamber 3 of the internal combustion engine 1.
  • a controller 15 is of input signals 16 acted upon, represent the measured by sensors operating variables of the internal combustion engine 1.
  • the controller 15 is connected to the pressure sensor 14, an air mass sensor, a lambda sensor, a speed sensor, and the like.
  • the control unit 15 is connected to an accelerator pedal sensor which generates a signal indicative of the position of an accelerator pedal operable by a driver and thus the requested torque.
  • the control unit 15 generates output signals 17 with which the behavior of the internal combustion engine 1 can be influenced via actuators or actuators.
  • the control unit 15 is connected to the injection valve 9, the spark plug 10 and the throttle valve 11 and the like, and generates the signals required for driving them.
  • control unit 15 is provided to control the operating variables of the internal combustion engine 1 and / or to regulate.
  • the fuel mass injected by the injection valve 9 into the combustion chamber 4 is controlled and / or regulated by the control unit 15, in particular with regard to low fuel consumption and / or low pollutant development.
  • the control unit 15 is provided with a microprocessor which has stored in a storage medium, in particular in a flash memory, a computer program which is adapted to perform said control and / or regulation.
  • the internal combustion engine 1 of FIG. 1 can be operated in a plurality of modes. Thus, it is possible to operate the internal combustion engine 1 in a homogeneous operation, a stratified operation, a homogeneous lean operation, a double injection operation and the like.
  • the fuel is during the Injection phase of the injection valve 9 is injected directly into the combustion chamber 4 of the internal combustion engine 1.
  • the fuel is thereby largely swirled until the ignition, so that a substantially homogeneous fuel / air mixture is formed in the combustion chamber 4.
  • the torque to be generated is set essentially by the position of the throttle valve 11 by the control unit 15.
  • the operating variables of the internal combustion engine 1 are controlled and / or regulated such that lambda is equal to or at least approximately equal to one. Homogenous operation is used in particular at full load.
  • the homogeneous lean operation largely corresponds to the homogeneous operation, but the lambda is set to a value greater than one.
  • the fuel is injected during the compression phase of the injection valve 9 directly into the combustion chamber 4 of the internal combustion engine 1.
  • the throttle valve 11 may, except for requirements e.g. the exhaust gas recirculation and / or the tank ventilation, fully open and the internal combustion engine 1 are operated with it throttled.
  • the torque to be generated is largely set in shift operation via the fuel mass. With the shift operation, the internal combustion engine 1 can be operated in particular at idle and at partial load.
  • the fuel mass injected into the combustion chamber 4 is substantially increased, especially at low temperatures. In this way, not only an ignitable air / fuel mixture in the combustion chamber 4 is provided, but also those losses of fuel are compensated by the entry of fuel into the engine oil and / or by building a wall film of fuel in Combustion chamber 4 arise.
  • FIG. 2 a method is shown with which by the control unit 15 of that pressure in the fuel accumulator 13 is determined, which is still present there after an injection. With the help of this pressure, it is then decided whether the internal combustion engine 1 can be operated in stratified mode or not. This procedure is especially for the starting process of Internal combustion engine 1 suitable, but can also be used during the other operation of the same.
  • a step 20 the pressure in the fuel accumulator 13 is measured with the aid of the pressure sensor 14. This measurement is carried out as directly before or immediately at the beginning of the next injection of fuel into the combustion chamber. 4
  • the pressure measured by the pressure sensor 14 is used as pressure p 13 , in order then to dissolve the equation according to the fuel mass m Kr13 .
  • the ambient pressure, the modulus of elasticity of the fuel, the density of the fuel and the volume of the fuel accumulator 13 are known or can be otherwise measured or calculated.
  • the fuel quantity m Kr to be injected is calculated from the operating variables of the internal combustion engine 1 by the control unit 15.
  • the operating variables may be the engine temperature, the ambient temperature and the like.
  • the pressure P 13 is then determined in the fuel accumulator 13 in the combustion chamber 4 immediately at the end or immediately after the injection of the fuel mass m Kr in a step 24.
  • the mass of fuel in the accumulator 13 is no longer the fuel mass m Kr13 present before the injection, but the fuel mass m Kr13 couples available after the injection.
  • the other variables, ie the ambient pressure, the modulus of elasticity, etc., are in turn either known or can be otherwise measured or calculated.
  • the pressure p 13 is then compared in the fuel accumulator 13 at the end or after the injection with a threshold pressure p threshold .
  • the threshold pressure P threshold corresponds approximately to the pressure that is required that the shift operation is performed, without causing the risk of remindblasens of fuel in the fuel storage 13 is present.
  • Threshold pressure P threshold it means that the pressure in the fuel reservoir 13 is no longer sufficient to operate the internal combustion engine 1 in a shift operation.
  • the pressure in the fuel reservoir 13 is no longer sufficient to operate the internal combustion engine 1 in a shift operation.
  • the fuel to be injected is blown back into the fuel accumulator 13. This is prevented by the fact that in this case in a step 27, the shift operation is excluded.
  • steps 25, 26, 27 is based on a single injection. Alternatively, it is possible to extend this method to multiple injections. For this purpose, as in the FIG. 2 However, after step 24, steps 21 to 24 are repeated. This repetition then refers to the next injection. By means of four such repetitions, for example, four cycles of a particular cylinder can be calculated in advance. The result is then the pressure in the fuel storage after these four working cycles. The decision making of steps 25, 26, 27 can then be carried out with this pressure.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (5)

  1. Procédé de démarrage d'un moteur à combustion interne (1) notamment d'un véhicule automobile selon lequel on exerce une pression sur le carburant contenu dans un accumulateur de carburant (13), par laquelle le carburant est injecté directement dans une chambre de combustion (4) dans un mode de fonctionnement stratifié au cours d'une phase de compression ou en mode de fonctionnement homogène au cours d'une phase d'aspiration, la masse de carburant (mkr) à injecter étant déterminée à partir des paramètres de fonctionnement du moteur à combustion interne (1),
    selon lequel avec un capteur de pression (14), on mesure la pression exercée sur le carburant, et
    en fonction de cette pression, on interdit ou on autorise le mode de fonctionnement stratifié,
    caractérisé en ce que
    l'on mesure la pression (p13) agissant sur le carburant avant le début de l'injection,
    à partir de la pression (p13) agissant sur le carburant avant ou au début de l'injection, on détermine la masse de carburant (mkr13) dans l'accumulateur de carburant (13) avant l'injection,
    à partir de la masse de carburant (mkr13) dans l'accumulateur de carburant (13) avant l'injection et à partir de la masse de carburant (mkr13) à injecter, on détermine une masse de carburant (mkr13danach) restant après l'injection dans l'accumulateur de carburant,
    à partir de la masse de carburant (mkr13danach) existant dans l'accumulateur de carburant (13) après l'injection, on détermine la pression (p13danach) agissant sur le carburant à la fin ou après l'injection, on compare la pression (p13danach) agissant sur le carburant à la fin ou après l'injection à une valeur de pression de seuil (pschwelle), et
    on interdit le mode de fonctionnement stratifié si la pression (p13danach) agissant à la fin ou après l'injection sur le carburant est inférieure à la valeur de la pression de seuil (pschwelle).
  2. Programme d'ordinateur pour un appareil de commande (13) d'un moteur à combustion interne (1) notamment d'un véhicule automobile
    caractérisé en ce que
    le programme d'ordinateur convient pour exécuter un procédé selon la revendication 1.
  3. Programme d'ordinateur selon la revendication 2,
    caractérisé en ce que
    le programme d'ordinateur est enregistré sur un support de mémoire électrique notamment dans une mémoire flash ou une mémoire morte.
  4. Appareil de commande (15) d'un moteur à combustion interne (1) notamment d'un véhicule automobile selon lequel l'appareil de commande (15) est réalisé pour exécuter le procédé selon la revendication 1.
  5. Moteur à combustion interne (1) notamment d'un véhicule automobile comportant un appareil de commande (15) selon la revendication 4.
EP20010119971 2000-10-21 2001-08-18 Procédé de démarrage d'un moteur à combustion Expired - Lifetime EP1199459B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10052344 2000-10-21
DE2000152344 DE10052344A1 (de) 2000-10-21 2000-10-21 Verfahren zum Starten einer Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1199459A2 EP1199459A2 (fr) 2002-04-24
EP1199459A3 EP1199459A3 (fr) 2005-07-20
EP1199459B1 true EP1199459B1 (fr) 2008-06-11

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ID=7660645

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EP20010119971 Expired - Lifetime EP1199459B1 (fr) 2000-10-21 2001-08-18 Procédé de démarrage d'un moteur à combustion

Country Status (4)

Country Link
EP (1) EP1199459B1 (fr)
JP (1) JP4071952B2 (fr)
DE (2) DE10052344A1 (fr)
ES (1) ES2304365T3 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3879568B2 (ja) * 2002-04-08 2007-02-14 トヨタ自動車株式会社 筒内噴射式火花点火内燃機関
DE10341789B4 (de) * 2003-09-10 2008-02-14 Siemens Ag Verfahren und Vorrichtung zum Starten einer Brennkraftmaschine mit direkter Einspritzung des Kraftstoffs in den Brennraum
JP4581586B2 (ja) 2004-09-17 2010-11-17 トヨタ自動車株式会社 内燃機関システム及びこれを搭載する自動車並びに内燃機関の始動方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3514049B2 (ja) * 1996-09-10 2004-03-31 日産自動車株式会社 直噴式ガソリン内燃機関における燃料噴射制御装置
JP3090073B2 (ja) * 1996-12-19 2000-09-18 トヨタ自動車株式会社 筒内噴射式内燃機関の燃料噴射制御装置
DE19823280C1 (de) * 1998-05-25 1999-11-11 Siemens Ag Verfahren zum Betreiben einer direkteinspritzenden Brennkraftmaschine während des Starts
DE19827609A1 (de) * 1998-06-20 1999-12-23 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19913407A1 (de) * 1999-03-25 2000-09-28 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
JP4019570B2 (ja) * 1999-09-09 2007-12-12 トヨタ自動車株式会社 筒内噴射式内燃機関の燃料噴射制御装置

Also Published As

Publication number Publication date
ES2304365T3 (es) 2008-10-16
EP1199459A3 (fr) 2005-07-20
EP1199459A2 (fr) 2002-04-24
JP2002180891A (ja) 2002-06-26
DE10052344A1 (de) 2002-05-02
JP4071952B2 (ja) 2008-04-02
DE50114020D1 (de) 2008-07-24

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