EP1286036B1 - Procédé pour influencer l'émission de substances nocives et/ou l'émission de bruit d'un moteur à combustion interne et dispositif d'injection de combustible - Google Patents

Procédé pour influencer l'émission de substances nocives et/ou l'émission de bruit d'un moteur à combustion interne et dispositif d'injection de combustible Download PDF

Info

Publication number
EP1286036B1
EP1286036B1 EP20020016001 EP02016001A EP1286036B1 EP 1286036 B1 EP1286036 B1 EP 1286036B1 EP 20020016001 EP20020016001 EP 20020016001 EP 02016001 A EP02016001 A EP 02016001A EP 1286036 B1 EP1286036 B1 EP 1286036B1
Authority
EP
European Patent Office
Prior art keywords
fuel
injection
actuation
injectors
characteristic curve
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
EP20020016001
Other languages
German (de)
English (en)
Other versions
EP1286036A2 (fr
EP1286036A3 (fr
Inventor
Andreas Pfaeffle
Marcel Wuest
Juergen Dr. Hammer
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 EP1286036A2 publication Critical patent/EP1286036A2/fr
Publication of EP1286036A3 publication Critical patent/EP1286036A3/fr
Application granted granted Critical
Publication of EP1286036B1 publication Critical patent/EP1286036B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • 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 present invention relates to a method for influencing the pollutant emission values and / or the noise emission values of an internal combustion engine having a fuel injection system, in particular a diesel engine, wherein the fuel injection system has a plurality of injectors which are provided, if appropriately controlled by a control device, Inject fuel into the cylinders of the internal combustion engine. Furthermore, the present invention relates to a fuel injection system for an internal combustion engine, in particular for a diesel engine, wherein the fuel injection system comprises a plurality of injectors which are provided, with appropriate control by a control device to inject fuel into the cylinders of the internal combustion engine.
  • the fuel injection system required for this purpose comprises a plurality of injectors, which are provided to inject fuel into the cylinders of the internal combustion engine when appropriately controlled by a control device. Since such injectors are usually associated with tolerances, each injector is assigned a disk in the form of a barcode. On this correction values or data for determining correction values are stored, which are read and taken into account in the control of the internal combustion engine. As a result, variations in the amount of fuel between the individual cylinders can be compensated.
  • a known fuel injection system which is also referred to as a storage injection system
  • the Pressure generation and injection are decoupled from each other.
  • the injection pressure is generated independently of the engine speed and the injection amount and is available in a fuel storage for the injection.
  • the injection timing and the injection quantity are calculated in an electronic control unit and converted by an injector or an injection unit to each engine cylinder via a controlled solenoid valve.
  • a problem is that the injection quantity-driving duration characteristics differ at least slightly even in the case of identical injectors in practice. This is especially true for small ones Injection quantities and is due to manufacturing tolerances and / or component tolerances.
  • the differences in fuel injection timing characteristics may result in failure to comply with preset limits, such as particulate emission limits and noise level limits, since optimal injector injection will not be optimal for another injector.
  • Figure 1 shows the known relationship between the particle emission and the emission of nitrogen oxides for a diesel engine, which comes about by varying the exhaust gas recirculation rate at a constant start of injection. It can be seen from this curve that a reduction in the particle emission leads to an increase in the emission of nitrogen oxides and vice versa. The choice of an operating point AP therefore always represents a compromise, which is why the relationship shown in Figure 1 is also referred to as "trade-off".
  • emission limits EG stipulated by the legislator both for the particle emission and for the emission of nitrogen oxides, it is therefore necessary to displace the operating point AP in a suitable manner on the curve shown in FIG. Increasing the pilot injection quantity shifts the trade-off according to the arrow.
  • Figure 2 shows a known characteristic field, which illustrates the injection amount EM as a function of the injection duration T for different pressures p s in the fuel storage.
  • the curves of Figure 2 it can be seen that the curves have a plateau P in the range of short drive times. In the region of a plateau P, the curve runs approximately parallel to the actuation duration axis, that is to say that in the region of a plateau P a change in the injection quantity due to a change in the activation duration is not possible.
  • the pilot injections are performed in the map area of the plateaus P.
  • FIG. 3 shows the known relationship between pre-injection quantity VEM and particle emission PM and noise development G.
  • the aim here is a noise optimization or a bearable increase in smoke.
  • the inventive assignment of the plurality of injectors to a respective fuel injection system can be carried out by the injectors are first classified after their production in classes that depend on the course of the most similar characteristic curves of the injection quantity-driving characteristic. If necessary, these characteristic curves are to be determined by suitable test and measurement methods.
  • the adaptive measures preferably applied to all injectors of a corresponding fuel injection system in combination with the use of injectors associated with a class make it possible to comply with or at least improve given emission limit values and noise level limits.
  • the at least one predetermined section of the injection amount-driver characteristic curve comprises the characteristic section used for a pilot fuel injection.
  • Fuel injection systems with injectors that inject different amounts of fuel in the pilot fuel injection make it impossible in many cases in the prior art to comply with the prescribed limits, because the amount of fuel injected in the pilot injection has a strong impact on both the pollutant emission and the noise level, as has already been explained in detail at the beginning.
  • the use of injectors which have at least approximately the same properties in this characteristic range for a fuel injection system is therefore particularly advantageous.
  • the at least one predefined section of the injection quantity control duration characteristic comprises a plateau of the injection quantity control duration characteristic curve in which a change in the control period at least does not cause a significant change in the injection quantity.
  • the characteristic curve section forming the plateau is particularly critical, since within this characteristic section, as mentioned, at least no substantial change in the injection quantity can be brought about by changing the injection duration in the prior art, which is why the use of injectors with the same or at least as possible similar plateaus for a fuel injection system is particularly advantageous.
  • the at least one adaptive measure comprises that the pressure in a fuel accumulator assigned to the fuel injection system is changed. Since the fuel accumulator is preferably in communication with all injectors, a change in the pressure in this fuel accumulator affects the injection behavior of all injectors. Since the mentioned control device also controls the pressure in the fuel accumulator, the setting of this pressure can take place, for example, by suitable programming of the control device.
  • control or control device is to be understood within the present application such that it also includes regulations or control devices.
  • the method according to the invention preferably further provides that the pressure in the fuel accumulator associated with the fuel injection system is increased in order to reduce the smoke formation when the preinjection quantity plateau corresponds to a relatively high pre-injection quantity.
  • the method according to the invention provides that the pressure in the fuel accumulator associated with the fuel injection system is reduced when the pre-injection quantity plateau corresponds to a relatively low pre-injection quantity.
  • the inventive method may further provide that the at least one adaptive measure comprises that an exhaust gas recirculation rate is changed.
  • the setting of the exhaust gas recirculation rate can be done by appropriate programming of the engine control, which can be performed for example by the mentioned control device.
  • the method according to the invention preferably further provides that the exhaust gas recirculation rate is reduced when the preinjection quantity plateau corresponds to a relatively high pilot injection quantity.
  • the method according to the invention preferably further provides for the exhaust gas recirculation rate to be increased when the preinjection quantity plateau corresponds to a relatively low preinjection quantity.
  • the method according to the invention may further provide that the at least one adaptive measure comprises that a start of actuation of the injectors is changed.
  • the change in the start of actuation of the injectors can relate to both a pre-fuel injection and a main fuel injection.
  • the change of the start of the actuation of the injectors can be done by appropriate programming of the controller.
  • the method according to the invention preferably furthermore provides that the activation start for a pilot injection is postponed to early or late, depending on the position of the starting point on the NO x / PM trade-off.
  • the direction depends on the emission target to be achieved. If, for example, a NO x reduction is desired, it is advisable to adapt the start of control to late, if it is desired to reduce soot, it is advisable to adapt the activation start to early.
  • the fuel injection system builds on the generic state of the art in that for influencing the pollutant emission values and / or the noise emission values of the internal combustion engine, the plurality of injectors in at least one predetermined portion of the injection quantity-driving duration characteristic has at least approximately the same characteristic curves, wherein the control of the injectors is influenced by the control device by at least one adaptive measure, which depends on the approximately same characteristic curves.
  • the pollutant emission values and / or the noise emission values can be reduced in comparison to the prior art, and in many cases it is possible, for example, to comply with limits specified by the legislator.
  • the fact that the plurality of injectors has at least approximately the same characteristic curves in at least one predetermined section of the injection quantity control duration characteristic curve can be ensured, in particular, by classifying the injectors into classes according to their characteristic curves before allocation to a respective fuel injection system.
  • the at least one adaptive measure is preferably realized by a suitable programming of the control device. In particular, if this programming of the control device comprises control algorithms, the at least one adaptive measure may optionally be adapted to the wear or other variables during the lifetime of the internal combustion engine.
  • the at least one predefined section of the injection quantity control duration characteristic curve comprises the characteristic curve section used for a pilot fuel injection.
  • fuel injection systems with injectors the different Inject fuel amounts in a pilot fuel injection, make it impossible in the prior art in many cases to comply with the specified limits, because the injected fuel quantity during the pilot injection has a strong impact on both the pollutant emission and the noise level, as already explained in more detail.
  • injectors which have at least approximately the same properties in this characteristic range for a fuel injection system is therefore particularly advantageous.
  • the at least one predefined section of the injection quantity control duration characteristic comprises a plateau of the injection quantity control duration characteristic curve in which a change in the control period at least does not cause a significant change in the injection quantity.
  • the characteristic curve section forming the plateau is particularly critical since at least no significant change in the injection quantity can be effected within this characteristic section via a change in the injection duration in the prior art. Therefore, the use of injectors with the same or at least as similar as possible plateaus for a fuel injection system is also particularly advantageous in connection with the fuel injection systems according to the invention.
  • the at least one adaptive measure comprises that the pressure in a fuel accumulator assigned to the fuel injection system is changed.
  • the fuel injection system preferably further provides that the pressure in the fuel accumulator associated with the fuel injection system is increased in order to reduce the formation of smoke when the Voreinspritzmengenplateau a relative high pre-injection corresponds.
  • the fuel injection system according to the invention can also provide in this connection for the pressure in the fuel accumulator associated with the fuel injection system to be reduced when the pre-injection quantity plateau corresponds to a relatively low pre-injection quantity.
  • the at least one adaptive measure comprises that an exhaust gas recirculation rate is changed.
  • the exhaust gas recirculation rate can also take place in this context by appropriate programming of the control device.
  • the exhaust gas recirculation rate is reduced when the preinjection quantity plateau corresponds to a relatively high pre-injection quantity.
  • the exhaust gas recirculation rate is increased when the Voreinspritzmengenplateau corresponds to a relatively low pilot injection.
  • the at least one adaptive measure comprises, in addition to or as an alternative to one or both of the above-described adaptive measures, that an activation start of the injectors is changed.
  • a corresponding change in the start of actuation can again be achieved by suitable programming of the control device.
  • control start for a pilot injection depending on the location the starting point on which the NO x / PM trade-off is postponed to early or late.
  • the direction depends on the emission target to be achieved. If, for example, a NO x reduction is desired, it is advisable to adapt the start of control to late, if it is desired to reduce soot, it is advisable to adapt the activation start to early.
  • the invention is thus based on the finding that the use of classified injectors with at least very similar characteristic curves, in particular in the region of the characteristic curve used for the pre-injection, and the implementation of suitable adaptive measures, which are realized in particular by suitable programming of the control device.
  • suitable adaptive measures which are realized in particular by suitable programming of the control device.
  • FIG. 4 shows the dependence of the particle emission PM and the noise level G on the pilot injection quantity VEM.
  • the vertical corridor around the pre-injection quantity VEM 2 is the corridor for reaching the emission target (nominal design).
  • the right-to-left arrow illustrates a first high-injection-amount strategy, while the left-to-right arrow illustrates a second low-injection-amount strategy. If injectors 131 are used with a relatively low pre-injection quantity VEM 1 , it can be accepted that the noise level actually resulting is moved to a target range SOLL, the legal requirements still corresponds by at least one adaptive action is performed.
  • the shift of the pollutant emission values and / or the noise emission values can take place in particular by reducing the pressure p s in the fuel accumulator 130 assigned to the fuel injection system 10 by increasing the exhaust gas recirculation rate Depending on the position of the starting point, a pre-injection will be postponed to early or late on the NO x / PM trade-off. The direction depends on the emission target to be achieved.
  • the arrow starting from the relatively low pre-injection quantity VEM 1 in FIG. 4 therefore does not illustrate a shift in the pilot injection quantity, but rather the achievement of target particulate emission values or noise emission values despite the actually too low pre-injection quantity.
  • FIG. 4 also shows a region around a normal pre-injection VEM 2 , which does not require any adaptive measures.
  • the at least one adaptive measure can provide in particular that the pressure p s in a fuel accumulator assigned to the fuel injection system 10. 130 is increased, that the exhaust gas recirculation rate is reduced.
  • the activation start for a pilot injection is postponed to early or late depending on the position of the starting point on the NO x / PM trade-off. The direction depends on the emission target to be achieved. If, for example, a NO x reduction is desired, it is advisable to adapt the start of control to late, if it is desired to reduce soot, it is advisable to adapt the activation start to early.
  • FIG. 5 shows a block diagram of an embodiment of the fuel injection system according to the invention.
  • FIG. 5 shows the components required for understanding the invention of a fuel injection system of an internal combustion engine with a high-pressure injection, designated as a whole by 10.
  • the illustrated fuel injection system 10 is commonly referred to as a common rail system.
  • a fuel tank is designated.
  • the fuel tank 100 is connected via a first filter 105 and a prefeed pump 110 with a second filter means 115 in connection. From the second filter means 115, the fuel passes via a line to a high pressure pump 125.
  • the connecting line between the filter means 115 and the high pressure pump 125 is connected via a low pressure limiting valve 145 to the fuel tank 100 in connection.
  • the high pressure pump 125 is in communication with a rail or fuel reservoir 130.
  • the rail 130 is in contact via fuel lines with various injectors 131. Via a pressure relief valve 135, the rail 130 is connectable to the fuel tank 100.
  • the pressure release valve 135 is controllable by means of a coil 136.
  • the lines between the outlet of the high pressure pump 125 and the inlet of the pressure bar valve 135 are referred to as the high pressure area. In this area, the fuel is under high pressure. The pressure in the high-pressure region is detected by means of a sensor 140. The lines between the tank 100 and the high pressure pump 125 are referred to as low pressure area.
  • a controller 160 via which the adaptive measures according to the invention are implemented, supplies the high-pressure pump 125 with a drive signal AP, the injectors 131 with a drive signal A and / or the pressure release valve 135 with a drive signal AV.
  • the control device 160 processes various signals from various sensors 165, which characterize the operating state of the internal combustion engine and / or of the motor vehicle that drives the internal combustion engine. Such a Operating state, for example, the speed N of the internal combustion engine.
  • This device operates as follows: The fuel, which is located in the fuel tank 100, is conveyed by the prefeed pump 110 through the filter means 105 and 115.
  • the low-pressure limiting valve 145 opens and releases the connection between the output of the prefeed pump 110 and the fuel tank 100.
  • the high-pressure pump 125 conveys the fuel quantity Q1 from the low-pressure region into the high-pressure region.
  • the high-pressure pump 125 builds up a very high pressure in the rail 130.
  • pressure values of approximately 30 to 100 bar and auto-ignition internal combustion engine pressure values of approximately 1000 to 2000 bar are achieved.
  • the injectors 131 the fuel can be metered under high pressure to the individual cylinders of the internal combustion engine.
  • the pressure p s in the rail or in the entire high-pressure range is detected.
  • the controllable high pressure pump 125 and / or the pressure relief valve 1335 the pressure in the high pressure region is controlled.
  • feed pump 110 usually electric fuel pumps are used. For higher flow rates, which are particularly required for commercial vehicles, It is also possible to use several parallel feed pumps.
  • the injectors 131 in at least one predetermined section of the injection quantity control duration characteristic curve EM (T) have characteristic curves that are as similar as possible, and that the control of the injectors 131 by the control device 160 compared to the prior art by at least one of the already described adaptive measure is changed, which depends on the approximately same characteristic curves.

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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (13)

  1. Procédé pour influencer les valeurs des émissions de matières nocives et/ou les valeurs des émissions de bruit d'un moteur à combustion équipé d'une installation d'injection de carburant (10) notamment d'un moteur diesel dont l'installation d'injection de carburant (10) comporte plusieurs injecteurs (131) prévus pour une commande appropriée par une installation de commande (160) qui injectent du carburant dans les cylindres du moteur,
    caractérisé en ce que
    le procédé comprend les étapes suivantes :
    a) on associe les injecteurs (131) à une installation d'injection de carburant (10) respective de façon que l'ensemble choisi des injecteurs (131) comporte au moins un tracé de courbe caractéristique aussi analogue que possible à un segment prédéfini de la courbe caractéristique (EM(T)) de la quantité injectée/durée de commande et au moins un segment prédéfini de la courbe caractéristique quantité injectée-durée de commande (EM(T)) comprend un palier (P) pour cette courbe caractéristique quantité injectée-durée de commande (EM(T)), pour lequel une variation de la durée de commande (T) ne produit au moins pas de modification importante de la quantité injectée (EM) et
    b) on effectue une mesure adaptative en fonction des tracés de courbes caractéristiques aussi analogues que possible pour influencer la commande des injecteurs (131) par l'installation de commande (160).
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    au moins un segment prédéfini de la courbe caractéristique quantité injectée-durée de commande (EM(T)) comprend le segment de courbe caractéristique utilisé pour l'injection de carburant.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    le palier (P) est un palier de quantité de pré-injection (P).
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    il comporte au moins une mesure adaptative selon laquelle on modifie la pression (PS) dans l'accumulateur de carburant (130) associé à l'installation d'injection de carburant (10).
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la pression (PS) dans l'accumulateur de carburant (130) associé à l'installation d'injection de carburant (10) est augmentée si le palier de la quantité de pré-injection (P) correspond à une quantité pré-injectée (VEM) relativement importante.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on diminue la pression (PS) dans l'accumulateur de carburant (130) associé à l'installation d'injection de carburant (10) si le palier de pré-injection (P) correspond à une quantité pré-injectée (VEM) relativement faible.
  7. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    au moins une mesure adaptative comprend une modification du taux de recyclage des gaz d'échappement.
  8. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    on diminue le taux de recyclage des gaz d'échappement si le palier de la quantité de pré-injection (P) correspond à une quantité pré-injectée (VEM) relativement élevée.
  9. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    on augmente le taux de recyclage des gaz d'échappement si le palier de la quantité pré-injectée (P) correspond à une quantité pré-injectée (VEM) relativement faible.
  10. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    au moins la mesure adaptative comprend la variation du début de commande des injecteurs (131).
  11. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le début de la commande pour une pré-injection est décalé vers l'avant sous le retard suivant la position du point de départ sur le tracé NOX/PM de compromis.
  12. Dispositif pour la mise en oeuvre du procédé selon l'une des revendications précédentes.
  13. Installation d'injection de carburant pour un moteur à combustion, notamment un moteur diesel, cette installation d'injection de carburant comportant plusieurs injecteurs (130) destinés à injecter du carburant dans les cylindres du moteur à combustion pour une commande appropriée par une installation de commande (160),
    caractérisée en ce que
    pour influencer les valeurs d'émission de matières nocives et/ ou les valeurs d'émission de bruit par le moteur à combustion, l'ensemble des injecteurs (131) comporte un tracé de courbes caractéristiques au moins sensiblement voisin à au moins un segment prédéfini de la caractéristique injection-durée de commande (EM(T)), et au moins un segment prédéfini de la caractéristique quantité injectée-durée de commande (EM(T)) présente un palier (P) dans la courbe caractéristique quantité injectée-durée de commande (EM(T)), palier pour lequel une variation de la durée de commande (T) n'entraîne au moins pas de modification essentielle de la quantité injectée (EM), la commande des injecteurs (131) étant influencée par l'installation de commande (160) par au moins une mesure adaptative dépendant des courbes caractéristiques sensiblement identiques.
EP20020016001 2001-08-16 2002-07-18 Procédé pour influencer l'émission de substances nocives et/ou l'émission de bruit d'un moteur à combustion interne et dispositif d'injection de combustible Expired - Lifetime EP1286036B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001140151 DE10140151A1 (de) 2001-08-16 2001-08-16 Verfahren zur Beeinflussung der Schadstoffemissionswerte und/oder der Geräuschemissionswerte eines Verbrennungsmotors und Kraftstoff-Einspritzanlage
DE10140151 2001-08-16

Publications (3)

Publication Number Publication Date
EP1286036A2 EP1286036A2 (fr) 2003-02-26
EP1286036A3 EP1286036A3 (fr) 2004-06-16
EP1286036B1 true EP1286036B1 (fr) 2007-01-17

Family

ID=7695592

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20020016001 Expired - Lifetime EP1286036B1 (fr) 2001-08-16 2002-07-18 Procédé pour influencer l'émission de substances nocives et/ou l'émission de bruit d'un moteur à combustion interne et dispositif d'injection de combustible

Country Status (3)

Country Link
EP (1) EP1286036B1 (fr)
JP (1) JP2003120389A (fr)
DE (2) DE10140151A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10331241B4 (de) * 2003-07-10 2014-04-30 Robert Bosch Gmbh Verfahren zum Injektormengenabgleich (IMA) bei Voreinspritzungen in einem Kraftstoffeinspritzsystem einer Brennkraftmaschine
JP4333536B2 (ja) * 2004-09-14 2009-09-16 株式会社デンソー ディーゼルエンジン制御システム
JP4685638B2 (ja) * 2006-01-11 2011-05-18 トヨタ自動車株式会社 燃料噴射量制御装置及びその制御装置を備えた内燃機関
DE102008051820B4 (de) 2008-10-15 2016-02-18 Continental Automotive Gmbh Verfahren zur Korrektur von Einspritzmengen bzw. -dauern eines Kraftstoffinjektors
CN102606320B (zh) * 2012-03-23 2014-05-28 潍柴动力股份有限公司 解决egr特性曲线变化的方法和系统

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5634448A (en) * 1994-05-31 1997-06-03 Caterpillar Inc. Method and structure for controlling an apparatus, such as a fuel injector, using electronic trimming
US5839420A (en) * 1997-06-04 1998-11-24 Detroit Diesel Corporation System and method of compensating for injector variability
FR2775318B1 (fr) * 1998-02-26 2000-04-28 Sagem Module d'injection multi-points pour moteur a combustion interne
JP3487207B2 (ja) * 1999-02-01 2004-01-13 株式会社デンソー 燃料噴射システム

Also Published As

Publication number Publication date
JP2003120389A (ja) 2003-04-23
EP1286036A2 (fr) 2003-02-26
DE10140151A1 (de) 2003-02-27
DE50209271D1 (de) 2007-03-08
EP1286036A3 (fr) 2004-06-16

Similar Documents

Publication Publication Date Title
DE102010016093B4 (de) Kraftstoffeinspritzerfassungsvorrichtung
DE102010016078B4 (de) Kraftstoffeinspritzerfassungsvorrichtung
WO2007134887A1 (fr) Procédé et dispositif pour commander une soupape d'injection d'un moteur à combustion interne
WO2007065573A1 (fr) Procede de regulation d'un moteur a combustion interne, notamment d'un moteur a combustion interne a autoallumage
EP0793776A1 (fr) Procede et dispositif de commande d'un moteur a combustion interne
DE102007062279B4 (de) Verfahren zum Betreiben einer Brennkraftmaschine
WO2009010374A1 (fr) Procédé et dispositif pour mettre en forme un signal de commande électrique pour une impulsion d'injection
EP1149239B1 (fr) Systeme d'alimentation en carburant pour un moteur a combustion interne notamment d'un vehicule automobile
DE19705463A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102011056159B4 (de) Brennstoffeinspritzsteuerung für eine Verbrennungskraftmaschine
DE60005617T2 (de) Kraftstoffeinspritzsteuerungsvorrichtung für eine Brennkraftmaschine
EP1286036B1 (fr) Procédé pour influencer l'émission de substances nocives et/ou l'émission de bruit d'un moteur à combustion interne et dispositif d'injection de combustible
EP1432901B1 (fr) Procede, programme informatique et appareil de commande et/ou de regulation permettant de faire fonctionner un moteur a combustion interne, et moteur a combustion interne y relatif
DE19909955B4 (de) Verfahren und Vorrichtung zum transienten Betrieb einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE102004053418B4 (de) Verfahren und Vorrichtung zur druckwellenkompensierenden Steuerung zeitlich aufeinanderfolgender Einspritzungen in einem Einspritzsystem einer Brennkraftmaschine
DE10302058B4 (de) Verfahren zum Betreiben einer Brennkraftmaschine
DE102004048008A1 (de) Verfahren zum Betreiben einer Brennkraftmaschine
DE102013100687A1 (de) Kraftstoff-Einspritz-Controller
DE102011051049A1 (de) Kraftstoffeinspritzungszustandserfassungsvorrichtung
DE19809001A1 (de) Kraftstoffeinspritzsteuerungsverfahren und -system
DE19917711C2 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
EP1132606A2 (fr) Procédé de commande de moteur à combustion interne
EP1278949B1 (fr) Procede d'utilisation d'un systeme d'alimentation de carburant destine a un moteur a combustion interne d'un vehicule en particulier
DE102006001368B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE60028673T2 (de) Verfahren und Vorrichtung zur Regelung der Mehrfacheinspritzung in einer selbstgezündeten Brennkaftmaschine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR IE IT LI LU MC NL PT SE SK TR

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR IE IT LI LU MC NL PT SE SK TR

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

RIC1 Information provided on ipc code assigned before grant

Ipc: 7F 02D 41/24 A

Ipc: 7F 02M 65/00 B

Ipc: 7F 02D 41/38 B

17P Request for examination filed

Effective date: 20041216

AKX Designation fees paid

Designated state(s): DE FR GB

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 50209271

Country of ref document: DE

Date of ref document: 20070308

Kind code of ref document: P

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20070417

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20071018

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20080718

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20080723

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20080925

Year of fee payment: 7

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20090718

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20100331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090718

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100202