EP1436495A1 - Procede, programme informatique et appareil de commande et / ou de regulation permettant de faire fonctionner un moteur a combustion interne a injection directe - Google Patents

Procede, programme informatique et appareil de commande et / ou de regulation permettant de faire fonctionner un moteur a combustion interne a injection directe

Info

Publication number
EP1436495A1
EP1436495A1 EP02769926A EP02769926A EP1436495A1 EP 1436495 A1 EP1436495 A1 EP 1436495A1 EP 02769926 A EP02769926 A EP 02769926A EP 02769926 A EP02769926 A EP 02769926A EP 1436495 A1 EP1436495 A1 EP 1436495A1
Authority
EP
European Patent Office
Prior art keywords
fuel
operating mode
internal combustion
combustion engine
pressure
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.)
Granted
Application number
EP02769926A
Other languages
German (de)
English (en)
Other versions
EP1436495B1 (fr
Inventor
Thomas Kruse
Jochen Gross
Kai-Uwe Grau
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 EP1436495A1 publication Critical patent/EP1436495A1/fr
Application granted granted Critical
Publication of EP1436495B1 publication Critical patent/EP1436495B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • 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
    • 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
    • F02D41/3029—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 further comprising a homogeneous 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
    • F02D41/3011—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
    • 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
    • F02D41/24—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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes

Definitions

  • the invention initially relates to a method for operating an internal combustion engine with direct injection, in which fuel is conveyed from at least one fuel pump into a high-pressure region of a fuel system, in which the fuel reaches the at least one combustion chamber of the internal combustion engine directly from the high-pressure region of the fuel system via at least one fuel injection device , and in which the fuel pressure in the high-pressure area of the fuel system depends on the current operating point of the internal combustion engine.
  • Such a process is known from the market. It is used in an internal combustion engine in which an electric fuel pump supplies the fuel from a fuel tank to a second fuel pump.
  • the second fuel pump is mechanically driven by the internal combustion engine.
  • the second fuel pump delivers the fuel under very high pressure into a fuel collecting line ("rail"), in which the fuel is stored under high pressure.
  • Injectors are connected to the fuel line, which direct the fuel into the combustion chambers of the internal combustion engine inject.
  • the pressure in the fuel rail is detected by a pressure sensor, which sends appropriate signals to a control unit.
  • the control unit controls a quantity control valve with which the quantity of fuel delivered by the second fuel pump to the fuel rail can be influenced. In this way, a closed control loop for setting the pressure in the fuel rail is formed.
  • a setpoint for the pressure in the fuel rail is formed from a map. This characteristic map is addressed with operating variables by which the current operating point of the internal combustion engine is characterized. These operating variables are, for example, the rotational speed of the crankshaft of the internal combustion engine and the target torque of the internal combustion engine.
  • the object of the present invention is to develop a method of the type mentioned at the outset such that the internal combustion engine consumes less fuel during operation and exhibits better emission behavior.
  • This object is achieved with a method of the initially mentioned type that the fuel pressure in the high pressure region of the fuel system additionally dependent on the mode in which the internal combustion 'is operated machine.
  • the fuel pressure in the high-pressure area of the fuel system is an operating variable which, similar to, for example, the ignition angle, the injection timing, etc., in the Different operating modes of an internal combustion engine have different influences on the combustion behavior of the fuel in the combustion chamber.
  • operating modes is understood to mean the different possibilities by which an internal combustion engine can be operated with direct injection. This includes, for example, homogeneous operation / stratified operation, homogeneous / stratified operation, operation with and without exhaust gas recirculation, homogeneous lean operation, etc.
  • Homogeneous operation is again understood to mean that the fuel enters the combustion chamber of the internal combustion engine in such a way that it is essentially homogeneously distributed at the time of ignition. This is especially the case with an injection during the intake stroke.
  • stratified operation of the internal combustion engine an ignitable mixture is only present in the area of the spark plug in the combustion chamber, whereas there is little or no fuel in the rest of the combustion chamber.
  • the injection can also take place during the compression cycle.
  • the shift operation is preferably carried out at low load and at partial load of the internal combustion engine.
  • a setpoint for the fuel pressure in the high-pressure area of the fuel system is determined at least temporarily by means of a map which is specific to the respective operating mode and which is addressed using variables which are characteristic of the current operating point.
  • a corresponding characteristic map for each operating mode there is a corresponding characteristic map for each operating mode, with which the setpoint for the fuel pressure in the high-pressure region of the fuel system is determined.
  • variables characteristic of the operating point include the speed of a crankshaft of the internal combustion engine and a target torque of the internal combustion engine. These are generally present anyway, so that no additional sensors are required to record the current operating point.
  • the target value of the fuel pressure in the high-pressure region of the fuel system is still determined on the basis of the first operating mode. This is based on the consideration that a sudden change in the setpoint specification should be avoided while switching from one operating mode to another.
  • the setpoint value of the fuel pressure in the high-pressure area of the fuel system is kept constant for a certain period of time. Such a "freezing" of the setpoint is easy to implement.
  • the setpoint of the fuel pressure in the high-pressure area of the fuel system is determined or kept constant on the basis of the first operating mode until the second operating mode is stable. This is generally after a few burns, 'for example, after about ten burns or work cycles of the internal combustion engine, the case.
  • the target value of the fuel pressure in the high-pressure region of the fuel system be brought to the value corresponding to the new operating mode via a ramp or a filter. This again prevents an abrupt change in the setpoint value for the fuel pressure in the high-pressure area of the fuel system. This could result in an abrupt change in the combustion of the fuel in the combustion chamber of the internal combustion engine with a corresponding loss of comfort for the user.
  • the invention also relates to a computer program which is suitable for carrying out the above method when it is executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory or on a ferrite RAM.
  • control and / or regulating device for operating an internal combustion engine.
  • the control and / or regulating device include a memory on which a computer program of the above type is stored.
  • Fig. 1 a schematic diagram of the structure of a
  • Internal combustion engine comprising a fuel system with a high pressure area
  • Fig. 2 a flowchart in which a method for operating mode-dependent setpoint specification of the fuel pressure in the high pressure region of the 1 is shown;
  • FIG. 3 a diagram in which the operating mode switching state of the internal combustion engine from FIG. 1 is plotted over time
  • FIG. 4 a diagram in which the target fuel pressure in the high-pressure region of the fuel system of the internal combustion engine from FIG. 1 is plotted over time.
  • an internal combustion engine bears the overall reference number 10. It comprises a fuel system 12.
  • the fuel system 12 includes, inter alia, the following: a fuel tank 14. From this, an electric fuel pump 16 delivers the fuel via a low-pressure fuel line 17 to a high-pressure fuel pump 18. From there, the fuel passes under high pressure into a fuel collecting line 20 (“rail”). Several injectors 22 are connected to these. The injectors 22 inject the fuel directly into combustion chambers 24.
  • the amount of fuel delivered by the high-pressure fuel pump 18 to the fuel manifold 20 is adjusted by a quantity control valve 26. In the open state, this connects a working space (not shown) of the high-pressure fuel pump 18 to the low-pressure fuel line 17. If the quantity control valve 26 is opened during a delivery stroke of the high-pressure fuel pump 18, the fuel is not returned to the fuel collecting line 20, but instead promoted in the low pressure fuel line 17. By the length of time during which the quantity control valve 26 opens during a delivery cycle of the high-pressure fuel pump 18 the quantity of fuel delivered to the fuel rail 20 and ultimately the fuel pressure prevailing in the fuel rail 20 can be influenced.
  • the fuel manifold 20, the pressure sensor 28, the control and regulating device 30 and the quantity control valve 26 thus form a closed control loop.
  • the fuel pressure in the fuel rail 20 of the fuel system 12 is detected by a pressure sensor 28. This delivers corresponding signals to a control and regulating device 30.
  • the internal combustion engine 10 also comprises an accelerator pedal 32, the position of which is picked up by a position transmitter 34. The position transmitter 34 is also connected to the control and regulating device 30.
  • the speed of a crankshaft (not shown) of internal combustion engine 10 is detected by a speed sensor 36, which also transmits corresponding signals to control and regulating device 30.
  • the internal combustion engine 10 can be operated in different operating modes. For example, it is possible for the internal combustion engine 10 to operate in the “shift” operating mode at low rotational speeds and / or low desired torque.
  • the fuel is injected into the combustion chambers 24 by the injectors 22 in such a way that it is layered in these. This means that an ignitable fuel mixture is essentially only present in the area of a spark plug (not shown). In the "homogeneous”, however, is so injected the 'fuel that it is distributed in the combustion chambers 24 in total homogeneous.
  • the method illustrated in FIG. 2 assumes, for example, that the internal combustion engine 10 can be operated in three different operating modes B1, B2 and B3.
  • a map KF1, KF2 and KF3 is stored in a memory of the control and regulating device 30 for each operating mode.
  • the maps KF1-KF3 are addressed on the one hand by the speed nmot, which is detected by the speed sensor 36, and on the other hand by the target torque Md, which is determined from the position wped of the accelerator pedal 32.
  • a control which is not explained in further detail here, decides that conditions exist which justify a switchover to operating mode B2. It is therefore now switched to operating mode B2. This includes, for example, a shift in the ignition timing, the injection timing, the opening of a valve for exhaust gas recirculation, the change in the position of a throttle valve, etc.
  • a delay element is started in block 50. This has the effect that, in a switching block 52, it is only switched from the map KF1 to the map KF2 after a waiting time T1. Until the end of time Tl, therefore, the setpoint prsollKFl generated in the map KF1 is used as the setpoint prsoll for the fuel pressure in the fuel rail 20 of the fuel system 12.
  • the block 52 switch to the map KF2 corresponding to the new operating mode B2. Then the setpoint prsollKF2 generated in the map KF2 is forwarded by the switch block 52 to a filter 54.
  • the setpoint prsoll is adapted via a ramp from the value prsollKF1 generated in the old map KF1 to the value prsollKF2 generated in the new map KF2. This prevents a sudden change in the target fuel pressure prsoll (cf. FIG. 4).
  • the duration of the ramp created by the filter 54 is designated T2 in FIG. 4.
  • the target value prsoll for the fuel pressure is fed into a controller 56, into which the actual value prist of the fuel pressure detected by the pressure sensor 28 is also fed. A corresponding signal is generated in the controller 46 with which the quantity control valve 26 is controlled.
  • the old map is not used for a certain time, but instead the setpoint value of the fuel pressure in the high-pressure area of the fuel system is kept constant for a certain period of time.

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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Dans un moteur à combustion interne, le carburant est refoulé par au moins une pompe à carburant dans une zone de pression élevée du système de carburant. De la zone de pression élevée du système de carburant, le carburant parvient directement dans au moins une chambre de combustion du moteur à combustion interne via au moins un dispositif d'injection de carburant. La pression de carburant (prist) dans la zone de pression élevée (20) du système de carburant dépend du point de fonctionnement effectif (nmot, Md). Selon la présente invention, pour optimiser le comportement de consommation de carburant et de rejet de gaz d'échappement du moteur à combustion interne, la pression du carburant (prist) dans la zone de pression élevée (20) du système de carburant dépend en outre du mode de fonctionnement (B1, B2, B3) du moteur à combustion interne.
EP02769926A 2001-10-05 2002-09-06 Procede, programme informatique et appareil de commande et / ou de regulation permettant de faire fonctionner un moteur a combustion interne a injection directe Expired - Lifetime EP1436495B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10149237 2001-10-05
DE10149237A DE10149237A1 (de) 2001-10-05 2001-10-05 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine mit Direkteinspritzung
PCT/DE2002/003320 WO2003031791A1 (fr) 2001-10-05 2002-09-06 Procede, programme informatique et appareil de commande et / ou de regulation permettant de faire fonctionner un moteur a combustion interne a injection directe

Publications (2)

Publication Number Publication Date
EP1436495A1 true EP1436495A1 (fr) 2004-07-14
EP1436495B1 EP1436495B1 (fr) 2006-04-05

Family

ID=7701556

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02769926A Expired - Lifetime EP1436495B1 (fr) 2001-10-05 2002-09-06 Procede, programme informatique et appareil de commande et / ou de regulation permettant de faire fonctionner un moteur a combustion interne a injection directe

Country Status (4)

Country Link
EP (1) EP1436495B1 (fr)
JP (1) JP2005504916A (fr)
DE (2) DE10149237A1 (fr)
WO (1) WO2003031791A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004016943B4 (de) 2004-04-06 2006-06-29 Siemens Ag Verfahren zum Steuern einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
DE102007040122A1 (de) 2007-08-24 2009-02-26 Continental Automotive Gmbh Verfahren und Vorrichtung zum Steuern einer mit einem Kraftstoffrail verbundenen Pumpe
DE102014225920B4 (de) 2014-12-15 2017-05-11 Continental Automotive Gmbh Verfahren zum Betrieb eines Dieselmotors
DE102014226259B4 (de) 2014-12-17 2016-12-22 Continental Automotive Gmbh Verfahren zum Betrieb eines Verbrennungsmotors
DE102017206084A1 (de) * 2017-04-10 2018-10-11 Robert Bosch Gmbh Kraftstoffeinspritzung mit verminderter Rücklaufmenge

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19640826B4 (de) * 1995-10-03 2004-11-25 Nippon Soken, Inc., Nishio Speicherkraftstoffeinspritzvorrichtung und Druckregelvorrichtung hierfür
JPH1030468A (ja) * 1996-07-15 1998-02-03 Fuji Heavy Ind Ltd 筒内噴射エンジンの燃焼制御装置
DE19726757B4 (de) * 1997-06-24 2005-04-14 Robert Bosch Gmbh Verfahren zur Steuerung und/oder Regelung einer mit mehreren Brennräumen versehenen Brennkraftmaschine
US6484690B2 (en) * 1999-01-06 2002-11-26 Hitachi, Ltd. Control equipment for internal combustion engines
DE19908411C2 (de) * 1999-02-26 2002-01-24 Bosch Gmbh Robert Verfahren und Vorrichtung zum Betreiben einer direkt einspritzenden Brennkraftmaschine insbesondere eines Kraftfahrzeugs im Startbetrieb
SE514368C2 (sv) * 1999-06-01 2001-02-12 Volvo Personvagnar Ab Förfarande och arrangemang för diagnos av givare i samband med styrning av en förbränningsmotor samt användning av nämnda arrangemang
DE10005589A1 (de) * 2000-02-09 2001-08-16 Bayerische Motoren Werke Ag Kraftstoffversorgungsanlage für eine Brennkraftmaschine

Non-Patent Citations (1)

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Title
See references of WO03031791A1 *

Also Published As

Publication number Publication date
DE50206334D1 (de) 2006-05-18
WO2003031791A1 (fr) 2003-04-17
DE10149237A1 (de) 2003-04-24
JP2005504916A (ja) 2005-02-17
EP1436495B1 (fr) 2006-04-05

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