WO2006069850A1 - Verfahren zum betrieb einer brennkraftmaschine - Google Patents
Verfahren zum betrieb einer brennkraftmaschine Download PDFInfo
- Publication number
- WO2006069850A1 WO2006069850A1 PCT/EP2005/056036 EP2005056036W WO2006069850A1 WO 2006069850 A1 WO2006069850 A1 WO 2006069850A1 EP 2005056036 W EP2005056036 W EP 2005056036W WO 2006069850 A1 WO2006069850 A1 WO 2006069850A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- value
- holding current
- valve
- switched
- internal combustion
- Prior art date
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
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
- F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
- F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
-
- 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
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
-
- 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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
Definitions
- the present invention relates to an internal combustion engine and a method for its operation.
- a hold phase For holding open a high pressure internal injection solenoid valve in gasoline direct injection, a hold phase is used in which the current flowing through the high pressure injection valve is regulated to an effective holding current value.
- the current control is performed by an output stage of the control unit, which generates a dependent on the flowing current power loss.
- the power loss can lead to overheating and consequent failure of the final stage and therefore to injection misfire especially in highly integrated power amplifiers. In these cases, the heat dissipation capability of the circuit board must be locally improved, resulting in increased costs.
- the amount of holding current is determined mainly by the maximum system pressure (against which the high-pressure injection valve must be kept open) and the static flow.
- the highest system pressure during normal operation with gasoline direct injection is determined by opening a pressure relief valve.
- the opening pressure of the pressure relief valve is achieved in two cases of normal operation.
- the first case is the hot start, ie a start after a shutdown with pressure increase in the high-pressure fuel system due to the heating of the fuel.
- the heating of the fuel in the fuel system is carried out by the heat transfer of a previously driven at full load and therefore strongly heated engine.
- the second case represents the re-start of the injections after a coasting operation. In the overrun mode, the injection of the fuel is stopped, and a pressure increase in the high-pressure fuel system takes place because of the above-mentioned reason.
- the holding current is designed for the maximum achievable pressure, namely for the opening pressure of the pressure limiting valve.
- the power loss generated by the final stage and the dispersion of the amount of fuel sprayed from the high-pressure injection valve could be reduced if a reduced holding current were used. This is possible in principle, except for the two cases mentioned above.
- the object of the invention is to enable a secure holding open the valves in all operating conditions.
- This problem is solved by a method for operating an internal combustion engine with an injection valve, which is electrically opened and closed, characterized in that the holding current for an open valve in certain operating states of the internal combustion engine is switched from a default value to an increased value and reset to the default value upon termination of the specific operating state.
- An advantage of the invention is that the cooling conditions of the output stage can be dimensioned for normal operation. One can thus forego an improved, associated with costs heat dissipation capacity of the circuit board.
- the oversizing of the cooling conditions of the control unit because of the system dimensioning for the hot start and reinsertion after overrun shutdown is not necessary.
- the metering error of the high-pressure injection valve is reduced without complex measures such as a design change, sorting, etc.
- the force to keep the high pressure injector open can be increased, e.g. by increasing the static flow of the valve. With a larger static flow, e.g. a turbocharged version of a model range can be served. With greater static flow, the behavior of the start at low temperatures is also improved.
- the increase is reversed as soon as the fuel pressure is lowered after a few injections.
- the power loss of the power amplifier is reduced and by the few injections with a modified holding current is not inadmissible heating of the power amplifier.
- the metering accuracy of the high pressure injector is also improved.
- the current profile is generally changed at startup, so that the keeping open of the high-pressure injection valves is ensured up to the opening pressure of the pressure relief valve.
- the reduced holding current for normal operation is reactivated. If the system pressure exceeds a certain pressure threshold during overrun, the holding current is changed for the subsequent re-start phase. The first injections of the re-insertion phase are then discontinued with an increased holding current. As soon as the system pressure falls below the pressure threshold again, the holding current is reset to an original, lower level.
- the holding current for the open valve is switched from the standard value to the increased value during a starting process of the internal combustion engine and is reset to the standard value with transition to normal operation. It can also be provided that the holding current for the opened valve is switched over from the standard value to the increased value at the end of a pushing operation and is reset to the standard value with the transition to normal operation.
- the holding current for the opened valve is switched from the default value to the increased value when a fault occurs in the case of full delivery of the high-pressure pump and is reset to the default value when the fault is rectified.
- full promotion of the high-pressure pump is in particular the case to be understood that promotes the uncontrolled high-pressure pump with maximum power.
- the holding current for the opened valve is switched from the increased value to the standard value when the rail pressure lower threshold. When falling below the threshold is transferred to normal operation.
- the holding current for the opened valve is switched from the increased value to the standard value when the number of injections with the increased value of the holding current exceeds a maximum value.
- the increased value of the holding current is therefore only for a certain duration, e.g. Measured in number of injections, maintained.
- an internal combustion engine with an injection valve which can be electrically opened and closed, characterized in that the holding current for the opened valve can be switched from a standard value to an increased value.
- Fig. 1 is a schematic representation of a cylinder of an internal combustion engine with fuel supply system
- FIG. 2 shows a circuit diagram with control unit and injection nozzles.
- FIG. 1 shows a schematic representation of a cylinder of an internal combustion engine with associated components of the fuel supply system.
- An internal combustion engine with direct injection direct fuel injection BDE with a fuel tank 11 to which an electric fuel pump (EKP) 12, a fuel filter 13 and a low-pressure regulator 14 are arranged. From the fuel tank 11, a fuel line 15 leads to a high-pressure pump 16.
- the high-pressure pump 16 is adjoined by a storage space 17.
- injection valves 18 are arranged, which are preferably assigned directly to combustion chambers 26 of the internal combustion engine.
- each combustion chamber 26 is assigned at least one injection valve 18, but it is also possible here to provide a plurality of injection valves 18 for each combustion chamber 26.
- the fuel is conveyed by the electric fuel pump 12 from the fuel tank 11 via the fuel filter 13 and the fuel line 15 to the high-pressure pump 16.
- the fuel filter 13 has the task of removing foreign particles from the fuel.
- the fuel pressure in a low-pressure region of the fuel supply system is regulated to a predetermined value, which is generally of the order of about 4 to 5 bar.
- the fuel pressure in this case reaches values of up to about 150 bar.
- FIG. 1 shows, by way of example, a combustion chamber 26 of an internal combustion engine with direct injection; in general, the internal combustion engine has a plurality of cylinders, each with a combustion chamber 26. At least one injection valve 18, at least one spark plug 24, at least one inlet valve 27, at least one outlet valve 28 is arranged on the combustion chamber 26.
- the combustion chamber is limited by a piston 29, which can slide up and down in the cylinder. Fresh air is sucked from an intake tract 36 into the combustion chamber 26 via the inlet valve 27. With the aid of the injection valve 18, the fuel is injected directly into the combustion chamber 26 of the internal combustion engine. With the spark plug 24, the fuel-air mixture is ignited. By the Expansion of the ignited fuel-air mixture, the piston 29 is driven.
- the movement of the piston 29 is transmitted via a connecting rod 37 to a crankshaft 35.
- a segment disc 34 is arranged, which is scanned by a speed sensor 30.
- the speed sensor 30 generates a signal that characterizes the rotational movement of the crankshaft 35.
- the resulting during combustion exhaust gases pass through the exhaust valve 28 from the combustion chamber 26 to an exhaust pipe 33, in which a temperature sensor 31 and a lambda probe 32 are arranged. With the aid of the temperature sensor 31, the temperature and with the help of the lambda probe 32, the oxygen content of the exhaust gases is detected.
- a pressure sensor 21 and a pressure control valve 19 are connected to the storage space 17.
- the pressure control valve 19 is connected on the input side to the storage space 17.
- a return line 20 leads to the fuel line 15.
- a throttle valve 38 is arranged, the rotational position via a signal line 39 and an associated, not shown here, electric actuator by the controller 25 is adjustable.
- a quantity control valve may be used in the fuel supply system 10.
- the actual value of the fuel pressure in the storage space 17 is detected and fed to a control unit 25.
- a drive signal is formed on the basis of the detected actual value of the fuel pressure with which the pressure control valve is actuated.
- the electrical actuation of the injection valves 18 is not shown in FIG. 1, this results from FIG. 2.
- Control signal lines 22 are the various actuators and Sensors connected to the controller 25.
- various functions that serve to control the internal combustion engine implemented. In modern control units, these functions are programmed on a computer and then stored in a memory of the control unit 25.
- the stored in the memory functions are activated in response to the requirements of the internal combustion engine, in particular strict requirements are placed on the real-time capability of the control unit 25.
- a pure hardware-Warerealtechnische the control of the internal combustion engine as an alternative to a software implementation is possible.
- FIG. 2 the wiring of the injectors, these are referred to here as HPIV 11 and HPIV 12, shown with the control unit 25.
- HPIV 11 and HPIV 12 the wiring of the injectors, these are referred to here as HPIV 11 and HPIV 12, shown with the control unit 25.
- the indices of the threefold outputs BATTX, BOOSTX, SPOX, SHSX, DLSX1 and DLSX2 are suppressed in the following representation.
- the sketch shows an example of a four-cylinder engine with two banks, referred to here as Bank 1 and Bank 2, with only Bank 1 is shown in more detail.
- the control unit 25 here comprises an output stage 40 for controlling the injection valves HPIV 11 and HPIV 12 and a microcontroller 41 for controlling the functions of the control unit 25.
- the triggering of the injection valves HPIV 11 and HPIV 12 takes place in such a way that the output stage 40 receives the signals BOOSTx_l until BOOSTx_3 connects to SBOx_l to SBOx_3 in the booster phase, and DLSX1_1 to DLSX1_3 to drive HPIVIl to ground.
- a high current flows through HPIVIl.
- the necessary booster current is taken from the inputs BOOSTX_1 etc. to a booster capacitor BK.
- the booster capacitor BK is discharged during each opening operation of one of the injectors and in the meantime via a Nachladedrossel NLD, which is connected to a battery voltage supply BS, recharged.
- a reload transistor NLT is used to control the reloading process.
- the power amplifier 40 switches the signals BATTx_l to BATTx_3 to SHSx_l to SHSx_3, and DLSX1_1 to DLSX1_3 to drive HPIVIl to ground.
- a lower current in the hold phase flows through HPIVIl.
- the output SHSX supplies a basic voltage for keeping the valve open.
- the holding current is regulated by switching off and on from BATTx_l to BATTx_3 to SHSx_l to SHSx_3 at a specific, preselected level.
- the booster current level can be adjusted stepwise by the microcontroller 31, for example, between 1.9 and 2.5 amperes in 0.2 Amperesehritten. If the holding current level is set so high, the power loss caused by the flow of the current is too high, which leads to overheating and possibly thermal shutdown of the power amplifier with insufficient heat dissipation from the power amplifier. In order to avoid an overheating of the final stage, operation with a higher holding current is limited to a few injections. Switching to normal operation can be done by falling below a pressure threshold. Alternatively, after a certain number of injections, the number may depend on the operating condition of the internal combustion engine, e.g. Speed, load and the like can be switched to normal operation.
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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP05811113A EP1831526B1 (de) | 2004-12-23 | 2005-11-17 | Verfahren zum betrieb einer brennkraftmaschine |
JP2007547419A JP4373473B2 (ja) | 2004-12-23 | 2005-11-17 | 内燃機関の運転のための方法 |
US10/589,318 US7360526B2 (en) | 2004-12-23 | 2005-11-17 | Method for operating an internal combustion engine |
DE502005006966T DE502005006966D1 (de) | 2004-12-23 | 2005-11-17 | Verfahren zum betrieb einer brennkraftmaschine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004062020A DE102004062020A1 (de) | 2004-12-23 | 2004-12-23 | Verfahren zum Betrieb einer Brennkraftmaschine |
DE102004062020.2 | 2004-12-23 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006069850A1 true WO2006069850A1 (de) | 2006-07-06 |
Family
ID=35996405
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2005/056036 WO2006069850A1 (de) | 2004-12-23 | 2005-11-17 | Verfahren zum betrieb einer brennkraftmaschine |
Country Status (5)
Country | Link |
---|---|
US (1) | US7360526B2 (de) |
EP (1) | EP1831526B1 (de) |
JP (1) | JP4373473B2 (de) |
DE (2) | DE102004062020A1 (de) |
WO (1) | WO2006069850A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004063079A1 (de) * | 2004-12-28 | 2006-07-06 | Robert Bosch Gmbh | Verfahren zum Betrieb einer Brennkraftmaschine |
US8091530B2 (en) * | 2008-12-08 | 2012-01-10 | Ford Global Technologies, Llc | High pressure fuel pump control for idle tick reduction |
US8662056B2 (en) * | 2010-12-30 | 2014-03-04 | Delphi Technologies, Inc. | Fuel pressure control system and method having a variable pull-in time interval based pressure |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3942836A1 (de) * | 1989-12-23 | 1991-06-27 | Daimler Benz Ag | Verfahren zur bewegungs- und lagezustandserkennung eines durch magnetische wechselwirkung zwischen zwei endpositionen beweglichen bauteiles eines induktiven elektrischen verbrauchers |
US6234150B1 (en) * | 1999-11-08 | 2001-05-22 | Mitsubishi Denki Kabushiki Kaisha | Fuel injection control device |
US6390082B1 (en) * | 2000-07-13 | 2002-05-21 | Caterpillar Inc. | Method and apparatus for controlling the current level of a fuel injector signal during sudden acceleration |
EP1396630A2 (de) * | 2002-09-03 | 2004-03-10 | Hitachi, Ltd. | Kraftstoffeinspritzungssystem und Steuerungsverfahren |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3442764A1 (de) * | 1984-11-23 | 1986-05-28 | Robert Bosch Gmbh, 7000 Stuttgart | Schalteinrichtung zum schnellen schalten elektromagnetischer verbraucher |
-
2004
- 2004-12-23 DE DE102004062020A patent/DE102004062020A1/de not_active Withdrawn
-
2005
- 2005-11-17 US US10/589,318 patent/US7360526B2/en not_active Expired - Fee Related
- 2005-11-17 WO PCT/EP2005/056036 patent/WO2006069850A1/de active Application Filing
- 2005-11-17 DE DE502005006966T patent/DE502005006966D1/de active Active
- 2005-11-17 EP EP05811113A patent/EP1831526B1/de not_active Expired - Fee Related
- 2005-11-17 JP JP2007547419A patent/JP4373473B2/ja not_active Expired - Fee Related
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3942836A1 (de) * | 1989-12-23 | 1991-06-27 | Daimler Benz Ag | Verfahren zur bewegungs- und lagezustandserkennung eines durch magnetische wechselwirkung zwischen zwei endpositionen beweglichen bauteiles eines induktiven elektrischen verbrauchers |
US6234150B1 (en) * | 1999-11-08 | 2001-05-22 | Mitsubishi Denki Kabushiki Kaisha | Fuel injection control device |
US6390082B1 (en) * | 2000-07-13 | 2002-05-21 | Caterpillar Inc. | Method and apparatus for controlling the current level of a fuel injector signal during sudden acceleration |
EP1396630A2 (de) * | 2002-09-03 | 2004-03-10 | Hitachi, Ltd. | Kraftstoffeinspritzungssystem und Steuerungsverfahren |
Also Published As
Publication number | Publication date |
---|---|
EP1831526A1 (de) | 2007-09-12 |
US7360526B2 (en) | 2008-04-22 |
DE502005006966D1 (de) | 2009-05-07 |
US20070175453A1 (en) | 2007-08-02 |
EP1831526B1 (de) | 2009-03-25 |
DE102004062020A1 (de) | 2006-07-13 |
JP2008525695A (ja) | 2008-07-17 |
JP4373473B2 (ja) | 2009-11-25 |
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