EP2370687B1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

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Publication number
EP2370687B1
EP2370687B1 EP09756322A EP09756322A EP2370687B1 EP 2370687 B1 EP2370687 B1 EP 2370687B1 EP 09756322 A EP09756322 A EP 09756322A EP 09756322 A EP09756322 A EP 09756322A EP 2370687 B1 EP2370687 B1 EP 2370687B1
Authority
EP
European Patent Office
Prior art keywords
valve
inlet
injection valve
injection
internal combustion
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.)
Not-in-force
Application number
EP09756322A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2370687A1 (de
Inventor
Michael Baeuerle
Alexander Schenck Zu Schweinsberg
Klaus Ries-Mueller
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 EP2370687A1 publication Critical patent/EP2370687A1/de
Application granted granted Critical
Publication of EP2370687B1 publication Critical patent/EP2370687B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/043—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit upstream of an air throttle valve
    • 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
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve

Definitions

  • the invention is based on an internal combustion engine, according to the preamble of claim 1, ( WO 01/79690 ).
  • JP-10196440A injects the first injection valve upstream of a throttle inserted into the intake passage for air flow control and the second injection valve downstream of the throttle valve respectively in the intake passage of the internal combustion engine, wherein the injection of the second injection valve is made in time prior to injection by the first injection valve.
  • the internal combustion engine according to the invention with the features of claim 1 has the advantage that with the two injecting into the intake passage of the at least one combustion cylinder, differently designed injection valves of the fuel input in the direction of intake valve can be performed in different ways, in a variety of operating ranges of the internal combustion engine improved mixture preparation and combustion leads.
  • this operating point-dependent optimization of the combustion can be simplified by different activation of the two injection valves in different operating ranges of the internal combustion engine Reach way.
  • the lambda distribution in the combustion chamber can be optimized by the use of the two injection valves in different ways in different operating ranges, local superfatting, which is associated with high hydrocarbon (HC) incidence, and local leaning, which favors a knocking of the internal combustion engine, avoided, and a reduced fuel consumption can be achieved.
  • the mixture preparation improved and the HC emissions can be reduced.
  • Scavenging is possible without injecting directly into the combustion chamber injection valve, since the second injection valve in view of the small cone angle of its spray cone produces no or a minimal wall film in the intake.
  • Scavenging can be realized with tolerable load for the catalytic converter and, in conjunction with turbocharging, leads to a significant torque gain at low speeds.
  • the injection valves are electrically controllable solenoid valves.
  • Such solenoid valves are significantly less expensive than commonly used piezoelectric injectors.
  • a combustion cylinder 11 fragmentary in longitudinal section shown schematically.
  • the outside of a cooling water jacket 12 surrounded combustion cylinder 11 is frontally covered by a cylinder head 13 gas-tight.
  • a in the combustion cylinder 11 axially displaceable guided reciprocating piston 14 is limited together with the cylinder head 13, a combustion chamber 15.
  • the reciprocating piston 14 is connected via a connecting rod 16 with a crankshaft, not shown here, act on the piston and the other combustion cylinder.
  • the combustion chamber 15 has in conjunction with Fig. 1 in Fig. 3 to 5 illustrated first embodiment of a closable with an inlet valve 17 inlet 18 and a closable with an outlet valve 19 outlet 20.
  • a combustion air intake duct 21 is guided, which is composed of an inlet duct 22 formed in the cylinder head 13 and a suction duct 23 attached to the inlet duct 22.
  • the suction pipes 23 of a plurality of combustion cylinders 11 are combined by means of a Saugrohrkrümmers to an air intake in which an air quantity control member, preferably a throttle valve is arranged to regulate the air flow.
  • Fig. 1 is merely indicated for clarity, the throttle valve 36 in the suction pipe 23 of a combustion cylinder 11.
  • an exhaust duct 24 is removed, which consists of an exhaust duct 25 formed in the cylinder head 13 and an exhaust pipe 26 attached to the exhaust duct 25.
  • the exhaust pipes 26 of a plurality of combustion cylinders 11 are combined downstream via an exhaust manifold.
  • a fuel injection device 27 For fuel supply to the combustion chamber 15 of the at least one combustion cylinder 11, a fuel injection device 27 is provided which has two electromagnetic injection valves 28, 29 per combustion cylinder 11 or per combustion chamber 15.
  • the two injection valves 28, 29 are supplied with fuel by a fuel pump 31 which delivers fuel from a fuel tank 30 and is controlled by an electronic control unit 32, which is supplied with a plurality of parameters defining the operating points of the internal combustion engine.
  • the two injection valves 28, 29 are downstream of the throttle valve 36 in in the intake passage 21, here in the intake manifold 23, held-insertion openings 33,37 ( Fig. 3 to 5 ) are used so that they can inject fuel into the intake passage 21, wherein the fuel atomized in the form of spray cones of the injection valves 28, 29 is sprayed.
  • the two injectors 28, 29 arranged as close as possible to the inlet valve 17 are aligned so that their spray cones are directed towards the inlet valve 17.
  • the two injection valves 28, 29 are formed differently both in terms of fuel flow and in terms of the formation of the sprayed-off fuel spray cone.
  • the first injection valve 28 injects a wide-spread spray cone 34 (FIG. Fig. 5 ) with a large cone angle and the second injection valve 29 a little fanned spray cone 35 ( Fig. 4 ) with clearly smaller cone angle.
  • the spray cone 35 of the second injection valve 29 has a much greater penetration, so it can penetrate much deeper into the combustion chamber 15 with open inlet valve 17 as the spray cone 34 of the first injection valve 28 with much smaller penetration.
  • the second injection valve 29 is also designed in comparison to the first injection valve 28 for a significantly larger fuel flow and can, for. B at least 70% of the full load amount.
  • the insertion opening 33 for the first injection valve 28 has a slightly greater distance from the inlet 18 than the insertion opening 37 for the second injection valve 29, so that the injection opening of the first injection valve 28 from the inlet valve 17 is slightly further than the injection opening of the second Injector 29.
  • An equal spacing arrangement of the two insertion openings 33, 37 from the inlet 18 is also possible.
  • a first intake passage 21 is guided for combustion air ( Fig. 7 ), and to the second inlet 18 'a second intake duct 21' for combustion air is guided ( Fig. 8 ).
  • the fuel supply of the combustion chamber 15 takes place in the same manner as above in connection with Fig.
  • the first injection valve 28 is inserted in the same manner near the inlet valve 17 into an insertion opening 33 held in the first intake passage 21, here again in the intake pipe 23, in order to inject fuel into the first intake passage 21.
  • the second injection valve 29 is inserted close to the second inlet valve 17 'in a in the second intake passage 21', here in turn in the suction pipe 23 ', held insertion opening 37 in the same way to inject fuel into the second intake passage 21'.
  • Both injectors 28, 29 are formed as described above and in turn aligned so that their spray cone 34, 35 is directed to the respectively associated inlet valve 17 and 17 '. How out Fig.
  • the opening cross-section of the two inlets 18, 18 'in the combustion chamber 15 of the combustion cylinder 11 is different in size.
  • the first injection valve 28 is assigned to the first intake passage 21 leading to the smaller-diameter first intake 18, while the second injection valve 29 is injected into the second intake passage 21 'leading to the larger-cross-sectional second intake 18'.
  • the cross sections of the two intake passages 21, 21 ', more precisely the cross sections of the intake passages 22, 22 'in the cylinder head 13, can be the same size, but can - as in Fig. 6 to 8 is shown - also be different sizes, wherein the first intake passage 21, in which injects the first injection valve 28, the smaller diameter.
  • the two intake valves 17, 17 ' may have a different valve lift.
  • the assignment of the two injection valves 28, 29 to the intake valves 17, 17 ' is then made such that the first injection valve 28 is associated with the intake valve 17 with the smaller valve lift and the second injection valve 29 with the intake valve 17' with the larger valve lift.
  • one of the inlet valves 17, 17 ' is provided with a valve mask and the first injection valve 28 injects into the intake passage leading to the intake valve with valve masking.
  • the two injection valves 28, 29 are arranged at different distances from the respective associated intake valve 17 or 17 'in the intake passage 21 or 21'.
  • the first injection valve 28 has a slightly greater distance from the first inlet valve 17 than the second injection valve 29 from the second inlet valve 17 '.
  • the two injection valves 28, 29 are controlled differently per combustion cylinder 11 by the electronic control unit 32 as a function of the operating points of the internal combustion engine.
  • a diagram is stored in the control unit 32, as shown in FIG Fig. 2 is shown schematically.
  • the hatched area marked 40 in the diagram shows the range of small partial load, in which only the first injection valve 28 is used for fuel introduction into the combustion chamber 15.
  • the cross-hatched region marked 41 serves for scavenging, in which only the second injection valve 29 with a small spray cone 35 and high penetration is actuated, which does not generate any appreciable wall film in front of the inlet 18 of the combustion chamber 15.
  • both injection valves 28, 29 are activated for fuel injection.
  • the two intake valves 17, 17 'per combustion chamber 15 on time staggered opening phases.
  • the injectors 28, 29 are then associated with the intake valves 17, 17 'in such a manner that the first intake valve 28 is disposed in the intake passage 21 leading to the earlier-opening intake valve 17 and the second injection valve 29 is disposed in the later-opening intake valve 17' ,
  • the first injection valve 17 can be controlled by the control electronics 32 so that it sprays fuel only at a time to which the second inlet valve 17 'public, so an overlap of the open inlet 13, 13' and Outlet 20 of the combustion chamber 15 is safely excluded.

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)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP09756322A 2008-12-01 2009-11-24 Brennkraftmaschine Not-in-force EP2370687B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008044244A DE102008044244A1 (de) 2008-12-01 2008-12-01 Brennkraftmaschine
PCT/EP2009/065708 WO2010063615A1 (de) 2008-12-01 2009-11-24 Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2370687A1 EP2370687A1 (de) 2011-10-05
EP2370687B1 true EP2370687B1 (de) 2013-01-23

Family

ID=41666542

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09756322A Not-in-force EP2370687B1 (de) 2008-12-01 2009-11-24 Brennkraftmaschine

Country Status (8)

Country Link
US (1) US9169818B2 (zh)
EP (1) EP2370687B1 (zh)
JP (1) JP5362028B2 (zh)
KR (1) KR101623358B1 (zh)
CN (1) CN102232143B (zh)
DE (1) DE102008044244A1 (zh)
ES (1) ES2398879T3 (zh)
WO (1) WO2010063615A1 (zh)

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Publication number Priority date Publication date Assignee Title
DE102010029935B4 (de) 2010-06-10 2023-01-26 Robert Bosch Gmbh Verfahren und Vorrichtung zum Zuführen von Kraftstoff in einem Verbrennungsmotor
JP5549544B2 (ja) * 2010-11-02 2014-07-16 三菱自動車工業株式会社 内燃機関の制御装置
DE102010064184B4 (de) 2010-12-27 2023-02-09 Robert Bosch Gmbh Verfahren zum Betrieb einer Einspritzanlage für eine Brennkraftmaschine
DE102010064163A1 (de) 2010-12-27 2012-06-28 Robert Bosch Gmbh Einspritzsystem, Brennkraftmaschine und Verfahren zum Betrieb einer Brennkraftmaschine
DE102010064175A1 (de) 2010-12-27 2012-06-28 Robert Bosch Gmbh Einspritzsystem, Brennkraftmaschine und Verfahren zum Betrieb eines Einspritzsystems
DE102010064155A1 (de) 2010-12-27 2012-06-28 Robert Bosch Gmbh Vorrichtung zum Einspritzen und Zünden von Kraftstoff und Verfahren zum Betrieb einer Vorrichtung zum Einspritzen und Zünden von Kraftstoff
DE102011007367A1 (de) 2011-04-14 2012-10-18 Robert Bosch Gmbh Ansaug- und Einsprizvorrichtung, System und Brennkraftmaschine
DE102012206882A1 (de) * 2012-04-26 2013-07-18 Continental Automotive Gmbh Betriebsverfahren und Vorrichtung zur Kraftstoffversorgung für eine Brennkraftmaschine
DE102012209030B4 (de) 2012-05-30 2023-09-21 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine und System mit einer Brennkraftmaschine, einem Kraftstoffspeicher und einem Steuergerät
DE102012210952A1 (de) 2012-06-27 2014-01-23 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine und System mit einer Brennkraftmaschine und einem Steuergerät
DE102012210937A1 (de) 2012-06-27 2014-01-23 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine und System mit einer Brennkraftmaschine und einem Steuergerät
DE202015100444U1 (de) 2015-01-14 2015-02-09 Ford Global Technologies, Llc Motor und Kraftfahrzeug
DE102015200455B4 (de) 2015-01-14 2018-01-25 Ford Global Technologies, Llc Motor, Kraftfahrzeug, Einspritzverfahren
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US10534882B2 (en) * 2016-03-29 2020-01-14 Qualcomm Incorporated Method and apparatus for configuring an integrated circuit with a requested feature set
JP6670718B2 (ja) 2016-09-28 2020-03-25 日立オートモティブシステムズ株式会社 制御装置
FR3080888B1 (fr) * 2018-05-04 2020-10-23 Ifp Energies Now Dispositif d'admission de gaz avec une intersection du conduit d'admission et de la calibration de soupape inclinee par rapport a la face feu

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Also Published As

Publication number Publication date
CN102232143A (zh) 2011-11-02
WO2010063615A1 (de) 2010-06-10
ES2398879T3 (es) 2013-03-22
JP5362028B2 (ja) 2013-12-11
US20110283974A1 (en) 2011-11-24
JP2012510589A (ja) 2012-05-10
CN102232143B (zh) 2014-10-29
DE102008044244A1 (de) 2010-06-02
KR20110095876A (ko) 2011-08-25
KR101623358B1 (ko) 2016-05-23
EP2370687A1 (de) 2011-10-05
US9169818B2 (en) 2015-10-27

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