EP0913575B1 - Procédé de fonctionnement d'un moteur à auto-allumage et à compression d'air - Google Patents

Procédé de fonctionnement d'un moteur à auto-allumage et à compression d'air Download PDF

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Publication number
EP0913575B1
EP0913575B1 EP98111326A EP98111326A EP0913575B1 EP 0913575 B1 EP0913575 B1 EP 0913575B1 EP 98111326 A EP98111326 A EP 98111326A EP 98111326 A EP98111326 A EP 98111326A EP 0913575 B1 EP0913575 B1 EP 0913575B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
internal combustion
combustion engine
pressure fuel
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
EP98111326A
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German (de)
English (en)
Other versions
EP0913575A1 (fr
Inventor
Martin Grosser
Udo Schulz
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 EP0913575A1 publication Critical patent/EP0913575A1/fr
Application granted granted Critical
Publication of EP0913575B1 publication Critical patent/EP0913575B1/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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • 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
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the invention is based on a method according to the preamble of claim 1. Such a method is used in the subject matter of DE-A1-195 34 050. There the fact is taken into account that high-pressure accumulator can be leaking and the leaking fuel at the leak can cause high damage. In order to limit the damage in the event of leakage, corresponding protective measures are proposed there.
  • Fuel injection systems of this known type are advantageously used for fuel injection under high pressure, wherein the fuel to be injected can be very precisely dimensioned and the injection can be made very flexible due to the electrically controlled fuel injection valves used.
  • the significant advantage is achieved that in operating areas of the internal combustion engine, in which this only a small Performance is demanded, such as when overrun operation of a motor vehicle powered by this engine, the storage pressure in the high-pressure fuel storage can be increased without significant loss of drive power and resuming operation with higher power requirement of the engine this pressure can be reduced to a lower limit without while a Nachbine of high pressure fuel is required in the fuel in the high-pressure fuel storage by the high-pressure fuel pump.
  • the Wiederlastability in the internal combustion engine eliminates the drive power of the high-pressure fuel pump, so that the internal combustion engine for driving a downstream motor vehicle is compared to the other normal operation increased power to accelerate available. This power increase, which is available for a short time until the fuel pressure in the high-pressure fuel accumulator is reduced, improves the driving performance of the engine and motor vehicle unit.
  • a fuel tank 1 is provided, from which via a suction line 2, a high-pressure fuel pump 3 sucks fuel and promotes via a pressure line 4 under high pressure in a high-pressure fuel storage 6.
  • the fuel pressure in this high-pressure fuel accumulator is monitored by a pressure sensor 7 and the value emitted by it in a control device 9 compared with a desired value.
  • a pressure control device 10 is activated, e.g. in such a way that excess fuel is returned to the tank via an adjustable valve which is arranged in a relief line 11 of the high-pressure fuel accumulator 6.
  • it can also be intervened in the delivery of the high pressure pump 3 by the effective delivery stroke of this piston pump is adjusted in an embodiment as a piston pump or by the fuel supply to this high pressure pump is controlled by the control device 9.
  • control solenoid valves or piezo valves are provided, which are controlled according to the requirements, such as speed and load.
  • the control device detects operating parameters of the internal combustion engine and the requirements of this internal combustion engine with respect to the torque to be delivered. These are, for example, the parameters speed, an angle position sensor, which actuates the torque request or load demand Control member detected, the intake manifold pressure or supercharging pressure or the measurement result of an air flow meter, which detects the combustion chambers supplied amount of air.
  • other parameters such as cooling water temperature and air temperature can be detected and additionally input signals in accordance with the phase position of the crankshaft or the camshaft can be entered to exactly control the start of injection and the injection quantity.
  • the high-pressure fuel accumulator in this fuel injection system is maintained in normal operation at pressure levels> 500 bar. For safety reasons, however, the maximum allowable pressure in the high-pressure fuel storage is much higher, for example at 1600 bar. If the internal combustion engine, for example, drives a motor vehicle, operated in thrust, the fuel high pressure accumulator no or only a very small amount of fuel removed more for injection, if this coasting operation is defined so that due to externally acting on the engine torque in the sense of Speed increase the speed related to the injection quantity is exceeded. The special case is given if, for example, a torque request entered via an accelerator pedal is reduced to the default value of the idling and the internal combustion engine continues to remain at speeds above the idling speed due to the forces acting from outside.
  • the supply of fuel to the internal combustion engine can be completely interrupted. Basically, however, remains within this operating range of the pressure in the high-pressure fuel storage at a high level, without the need for nachge felicitt fuel.
  • the pressure in the high-pressure fuel storage can be increased up to a upper push operation setpoint, which is above the normal operating setpoint for the pressure and can be eg 1200 bar, compared to other 700 bar.
  • the increase in pressure together with the compressibility of the fuel in the high-pressure fuel accumulator increases the available fuel volume, which initially represents an additional fuel supply for a reintroduced normal operation outside the coasting phase.
  • This stock can be consumed by injection in the subsequent load-receiving phase, without it being necessary to nachzu specialn high-pressure fuel. It is therefore advantageous to switch off the drive of the high-pressure fuel pump in the period in which fuel is pre-stored for the supply of the internal combustion engine and to switch it on again only when a lower limit of the pressure in the high-pressure fuel accumulator has been reached.
  • This provides the internal combustion engine at the moment of load absorption increased performance compared to the normal operation, which increases the acceleration capability of the internal combustion engine. After the reduction of the stored under increased accumulator pressure fuel is then often the most energy-consuming first phase of Wiederlasta completed.
  • drive e.g. serve the crankshaft of the internal combustion engine or powered by the electrical system of the internal combustion engine engine 26 which is coupled via an electrically shiftable clutch 27 with the high-pressure fuel pump.

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)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (2)

  1. Procédé de gestion d'un moteur à combustion interne à auto-allumage et à compression d'air, en particulier pour l'entraînement d'un véhicule automobile alimenté en carburant par un système d'injection de carburant, le système d'injection de carburant présentant un accumulateur haute pression de carburant (6) alimenté en carburant sous haute pression par une pompe à carburant haute pression (3), dont la pression est mesurée et est maintenue à une valeur normale par un dispositif de commande (9), le dispositif de commande (9) commandant en outre électriquement des injecteurs de carburant (12) qui prélèvent du carburant à partir de l'accumulateur haute pression de carburant (6) et l'injectent dans les chambres de combustion du moteur à combustion interne,
    caractérisé en ce que
    l'état de fonctionnement du moteur à combustion interne est enregistré à l'aide du dispositif de commande (9), et lorsque l'on atteint une phase de poussée du moteur à combustion interne, la pression réglée par le dispositif de commande (9) dans l'accumulateur haute pression de carburant (6) est réglée à une valeur de consigne de mode de poussée supérieure, qui est supérieure à la valeur de consigne de mode normal supérieure réglée par le dispositif de commande (9) en mode d'entraînement du moteur à combustion interne, et lorsque l'on réutilise le mode d'entraînement du moteur à combustion interne et que l'on dépasse une valeur limite inférieure de la pression de carburant dans l'accumulateur haute pression de carburant (6), la pompe à carburant haute pression (3) est séparée de son entraînement de manière à agir efficacement sur celui-ci, et ce n'est que lorsque l'on atteint la valeur limite inférieure de la pression de carburant dans l'accumulateur haute pression de carburant (6) qu'elle est de nouveau reliée à l'entraînement de manière à agir efficacement sur celui-ci.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur de consigne de mode de poussée est égale à 1 200 bars et la valeur de consigne de mode normal est comprise entre 500 et 900 bars.
EP98111326A 1997-11-03 1998-06-19 Procédé de fonctionnement d'un moteur à auto-allumage et à compression d'air Expired - Lifetime EP0913575B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19748420 1997-11-03
DE19748420A DE19748420A1 (de) 1997-11-03 1997-11-03 Verfahren zum Betrieb einer selbstzündenden, luftverdichtenden Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0913575A1 EP0913575A1 (fr) 1999-05-06
EP0913575B1 true EP0913575B1 (fr) 2006-07-26

Family

ID=7847391

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98111326A Expired - Lifetime EP0913575B1 (fr) 1997-11-03 1998-06-19 Procédé de fonctionnement d'un moteur à auto-allumage et à compression d'air

Country Status (4)

Country Link
US (1) US6085728A (fr)
EP (1) EP0913575B1 (fr)
JP (1) JPH11210534A (fr)
DE (2) DE19748420A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0961021B1 (fr) * 1998-05-29 2004-04-14 Toyota Jidosha Kabushiki Kaisha Alimentation en carburant pour moteur à combustion interne
FI107830B (fi) * 1998-06-08 2001-10-15 Waertsilae Tech Oy Ab Ohjaus- ja varoventtiilijärjestely polttoaineensyöttöjärjestelmässä
DE19927804A1 (de) * 1999-06-18 2000-12-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage für eine Brennkraftmaschine
US7610143B1 (en) * 2008-06-09 2009-10-27 Ford Global Technologies, Llc Engine autostop and autorestart control
US8281768B2 (en) * 2009-03-04 2012-10-09 GM Global Technology Operations LLC Method and apparatus for controlling fuel rail pressure using fuel pressure sensor error
US8439016B2 (en) * 2009-12-15 2013-05-14 GM Global Technology Operations LLC Liquefied petroleum gas engine assembly with flow control
DE102011101861A1 (de) * 2011-05-18 2012-11-22 Audi Ag Verfahren zum Versorgen einer Brennkraftmaschine mit unter Hochdruck versetztem Kraftstoff
US10174704B2 (en) * 2016-10-21 2019-01-08 Ford Global Technologies, Llc Systems and methods for controlling a fuel pump in start/stop and hybrid electric vehicles

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4313852B4 (de) * 1993-04-28 2004-11-25 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE4335171C1 (de) * 1993-10-15 1995-05-04 Daimler Benz Ag Kraftstoffeinspritzanlage für eine mehrzylindrige Dieselbrennkraftmaschine
US5507266A (en) * 1994-04-11 1996-04-16 Siemens Automotive L.P. Fuel pressure control using hysteresis pump drive
US5572974A (en) * 1995-02-21 1996-11-12 Siemens Automotive Corporation Combined start bypass and safety pressure relief valve for a fuel system
JP3939779B2 (ja) * 1995-05-26 2007-07-04 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の燃料供給のための燃料供給装置
DE19520300A1 (de) * 1995-06-02 1996-12-05 Bosch Gmbh Robert Einrichtung zur Erkennung eines Lecks in einem Kraftstoffversorgungssystem
DE19534050A1 (de) * 1995-09-14 1997-03-20 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen
JPH0988755A (ja) * 1995-09-27 1997-03-31 Denso Corp 内燃機関の燃料供給装置
DE19640826B4 (de) * 1995-10-03 2004-11-25 Nippon Soken, Inc., Nishio Speicherkraftstoffeinspritzvorrichtung und Druckregelvorrichtung hierfür
DE19604552B4 (de) * 1996-02-08 2007-10-31 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19613184C2 (de) * 1996-04-02 1998-01-22 Daimler Benz Ag Verfahren zum Erkennen von Betriebsstörungen in einer Kraftstoffeinspritzanlage
US5937826A (en) * 1998-03-02 1999-08-17 Cummins Engine Company, Inc. Apparatus for controlling a fuel system of an internal combustion engine

Also Published As

Publication number Publication date
US6085728A (en) 2000-07-11
DE59813662D1 (de) 2006-09-07
JPH11210534A (ja) 1999-08-03
DE19748420A1 (de) 1999-05-06
EP0913575A1 (fr) 1999-05-06

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