EP2761153B1 - Steuerung der kraftstoffeinspritzung beim start eines verbrennungsmotors - Google Patents

Steuerung der kraftstoffeinspritzung beim start eines verbrennungsmotors Download PDF

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EP2761153B1
EP2761153B1 EP12773071.1A EP12773071A EP2761153B1 EP 2761153 B1 EP2761153 B1 EP 2761153B1 EP 12773071 A EP12773071 A EP 12773071A EP 2761153 B1 EP2761153 B1 EP 2761153B1
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Prior art keywords
engine
setpoint
inj
fuel
derivative
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French (fr)
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EP2761153A1 (de
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Sylvain Hourlier
Patrick Perennes
Franck Breuille-Martin
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Renault SAS
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Renault SAS
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    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • 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
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/16—Other means for enriching fuel-air mixture during starting; Priming cups; using different fuels for starting and normal operation
    • 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
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/13—Special devices for making an explosive mixture; Fuel pumps

Definitions

  • the invention relates to the field of the control of fuel injection, especially gasoline, at the start of a heat engine, in particular operated in the context of a motor vehicle.
  • the subject of the invention is more particularly a fuel injection control method at the start of a heat engine, an electronic control unit implementing this method, and a motor vehicle equipped with such a unit.
  • the starting phase of the engine is generating consumption and polluting emissions because during this phase, it is necessary to provide a high energy to start the engine. This problem is all the more critical that the exhaust after-treatment system has, at the same time, a low efficiency due to its low temperature. Any fuel not consumed by explosions within the engine is present as HC / CO exhaust.
  • the control of the injection during the start-up phase of an internal combustion engine exploits an open-loop automation solution and therefore imposes a calibration taking into account the manufacturing, environmental and other dispersions. of fuel type, which impact the engine.
  • the injection is regulated (by a control in opening / closing of the injectors to adjust the injection time) on a lump sum instruction that takes into account these dispersions to increase the richness of the air / fuel mixture. It is necessary to greatly enrich the air / fuel mixture at startup so that this operation is possible whatever the conditions.
  • the calibration must make it possible to start the most inert motor (i.e. which has the most internal mechanical friction) powered by the least volatile fuel possible. This results in the majority of cases excessive consumption compared to the actual needs of each engine and untreated pollutant emissions by the after-treatment system which usually includes a catalyst and which has not yet reached its operating temperature at start-up.
  • the object of the present invention is to provide a fuel injection control solution at the start of a heat engine which overcomes the disadvantages listed above.
  • a first aspect of the invention relates to a method of controlling fuel injection at the start of a heat engine, which comprises a first step of determining a target fuel quantity at startup, according to a difference between motor setpoint acceleration and instantaneous motor acceleration.
  • the method comprises a second step of injecting a quantity of fuel corresponding selectively to the set target fuel amount at the start determined in the first step or a preset amount of basic target fuel.
  • the selection from the starting set fuel quantity and the preset basic fuel set quantity depends at least on a first condition using a criterion related to the engine RPM and a second condition using a difference criterion. between a real engine speed derivative and a engine speed derivative setpoint.
  • the determination step may comprise a first phase for determining a difference between a real engine speed derivative and an engine speed derivative setpoint, the difference between the actual speed derivative and the speed derivative reference being representative. the difference between the setpoint acceleration of the motor and the instantaneous acceleration of the motor.
  • the actual speed derivative can be determined from a value of the derivative of the instantaneous engine speed of a temperature of a coolant coolant of the engine.
  • the engine speed derivative setpoint can be determined from the temperature of the engine coolant, the calculation step of said derivative being proportional to the instantaneous speed.
  • the determination step may comprise a second phase of generating a richness correction factor at startup, from a map taking as input the difference between the derivative of actual speed and the engine speed derivative setpoint and the coolant temperature of the engine cooling.
  • the mapping can correspond to a proportional regulator of wealth correction.
  • the determining step may comprise a third phase of characterizing the starting amount of fuel at startup, from the start-up richness correction factor and a preset amount of base set fuel.
  • the third characterization phase may include a modulation of the start-up richness correction factor as a function of the number of possible engine restarts.
  • the first condition can be verified for example if the instantaneous engine speed is greater than or equal to a first predetermined threshold.
  • the second condition can be verified for example if the difference between the real engine speed derivative and the engine speed derivative setpoint is greater than or equal to a second predetermined threshold.
  • the second step may consist in injecting, during a predetermined period, the quantity of target fuel at the start determined in the first step, when the first and second conditions are simultaneously checked.
  • the determined duration may be a function of the temperature of the coolant coolant of the engine.
  • the selection of the starting fuel quantity at the start and the preset amount of base set fuel may depend on the number of possible engine restarts.
  • the second step may include a regulation of the fuel injection time at the engine according to the amount of fuel to be injected.
  • a second aspect of the invention relates to an electronic control unit which implements the fuel injection control method at the start of a heat engine as presented above.
  • a third aspect of the invention relates to a motor vehicle comprising such an electronic control unit, a heat engine, and a fuel injection device supplying the heat engine and controlled by the electronic control unit.
  • the solution proposed below, with reference to Figures 1 to 9 relates to the control of the injection of a fuel, for example gasoline, during the start-up operation of a heat engine, for example equipping a vehicle, particularly of the automotive type.
  • a fuel for example gasoline
  • a heat engine for example equipping a vehicle, particularly of the automotive type.
  • a first aspect thus relates to a method of controlling fuel injection at the start of a heat engine.
  • the method comprises a first step consisting in determining a set amount of fuel at startup, the determination being a function of a difference between a setpoint acceleration of the engine and an instantaneous acceleration of the engine.
  • the control method then comprises a second step of injecting a quantity of fuel "Q_INJ_CONS_DEM" corresponding selectively to the amount of fuel set at startup "Q_INJ_DEM” determined in the first step, or to a preset amount of base set fuel "Q_INJ”.
  • the principle of this command is to compare an acceleration setpoint of the engine and the actual acceleration of the engine. These include angular acceleration. The difference thus obtained is representative of the mechanical torque delivered by the engine and necessary for starting.
  • the figure 1 illustrates the block diagram of an example of an electronic control unit implementing a control method according to the invention.
  • the control unit comprises a first block of establishment of a wealth correction factor at startup, this first block being named “Start_Factor”.
  • This correction factor “Fac_Corr_Richesse” coming out of the first block “Fa Budapest_Démarrage” feeds one of the entries of a second block of setting the quantity of fuel to be injected "Q_INJ_CONS_DEM”, this block being named "Masse_Carburant_Start” on the figure 1 .
  • the determination step comprises a first phase of determining a difference between a real engine speed derivative (output 1 called “instantaneous derivative” on the figure 4 ) and an engine speed derivative setpoint (output 1 called “Setpoint derivative” on the figure 3 ), the difference between the real speed derivative and the speed derivative setpoint being representative of the difference between the engine setpoint acceleration and the instantaneous engine acceleration.
  • the figure 2 illustrates the structure of the "Start_Factor” block of the figure 1 , which consists on the one hand of a block “Dérivée_Consigne” detailed in figure 3 and on the other hand a block “Derivative_Standard” detailed in the figure 4 .
  • the block “INSTANT_DRIVE” determines the derivative of real engine speed, corresponding to the output signal 1 called “instant derivative” on the figure 4 .
  • the “Derivative_Consigne” block determines the engine speed derivative setpoint, corresponding to the output signal 1 called “Setpoint derivative” on the figure 3 .
  • the real-regime derivative (output 1 called “Filtered Diet Derivative” on the figure 4 ) is determined from a value of the derivative of the instantaneous engine speed (input called "DERV_N”) and a temperature of a coolant coolant of the engine (input called "Water Temp”).
  • a first order filter “Filter 1st order” type DervN filtered k ⁇ DervN brute + 1 - k ⁇ DervN filtered - 1 allows filtering the derivative to eliminate noise.
  • the factor “k” depends on “Temp_eau” thanks to the block “Gain_fct_Temperature_Eau”.
  • a “saturation” saturation between a maximum value and a minimum value also makes it possible to avoid excessive excursions of the derivative.
  • the engine speed derivative setpoint (output 1 called “Setpoint derivative” on the figure 3 ) is determined from the engine coolant temperature ("Water Temp”).
  • the calculation step of said derivative is proportional to the instantaneous speed "N", thanks for example to the "Event ()” input of the "Start_Factor” block at the figure 1 .
  • the structure "Derivative_Consign” calculates the derivative at each Top Dead Center “EV_TDC” and during initializations at power-up “EV _PW” and engine timing “EV_STA”.
  • the derivative setpoint also called setpoint derivative, is a function of the calculation step, the latter being a function of the "N" regime.
  • the operation thus obtained is a derivative setpoint "Derivative setpoint” which varies according to the instantaneous regime "N” and tends to decrease as the speed increases.
  • the determination step comprises a second phase of elaboration of the start-up correction factor "Fac_Corr_Richesse”, starting from a mapping (block “Fact_enrich horrion” on the figure 2 ) taking as input "VAR_X” the difference between the real-regime derivative and the derivative setpoint of engine speed, and the temperature of the engine coolant coolant "TCO” at the input "VAR_Y".
  • the mapping corresponds to a proportional regulator of wealth correction.
  • the determining step comprises a third phase of characterizing the target fuel quantity at start "Q_INJ_DEM", from the start-up correction factor "Fac_Corr_Richesse” and a preset quantity of basic set fuel "Q_INJ”.
  • This characterization phase is carried out periodically, for example from the event "EV_10ms”.
  • the third characterization phase comprises a modulation of the start-up correction factor "Fac_Corr_Richesse” as a function of the number of possible restartings of the engine. This modulation carried out in the block “Mode_Start” depends on the entry "Red_Mot”; this variable comes from a calculation that is not represented.
  • the block "Mode_Start” is detailed in figure 6 .
  • the "Red_Mot” parameter is used to provide a modulation to the parameter “Fac_Corr_Richesse” in order to establish a final enrichment factor taking into account a notion of difference in the moment of inertia and friction at startup between a situation of first start and a re-start situation. It is this final enrichment factor that is multiplied by the quantity "Q_INJ” to obtain the parameter "Q_INJ_DEM".
  • the "Red_Mot” parameter makes it possible to detect possible successive starts. Indeed, during a first start, the oil film is not established, causing greater friction. This first start requires a higher torque, so a larger amount of fuel. Fixes are applied via this detection for re-starts in the "Start_Start” and "Application_Fabric_Mass” blocks.
  • the block "Mode_Start” allows consolidation of the wealth correction factor "Fac_Corr_Richesse”.
  • a gain makes it possible to correct this factor during re-starts, then the factor is limited by a saturation in order to avoid aberrant factors to finally be multiplied by the quantity "Q_INJ". This is calculated from the estimation of the air flow entering the engine and the stoichiometry as well as various corrections if necessary.
  • This control principle makes it possible to provide the heat engine with the right amount of fuel required for starting, thanks to the variable modulation over time conferred by the start-up richness correction factor thus produced.
  • the order also includes, as indicated above and with reference to the figure 7 , a second step of injecting a quantity of the fuel "Q_INJ_CONS_DEM" corresponding selectively to the quantity of fuel set at the start "Q_INJ_DEM” determined in the first step or the preset quantity of basic fuel setpoint "Q_INJ".
  • the method uses the preset quantity of basic set fuel "Q_INJ". This quantity is exploited in a first start-up sequence in combination with the total enrichment factor. Then, once the first sequence has been completed, the method provides a second post-start sequence during which the fuel injection is controlled directly only from the preset quantity of basic set fuel "Q_INJ", regardless of the factor total enrichment.
  • the selection from the set fuel quantity at start “Q_INJ_DEM” and the preset quantity of base set fuel “Q_INJ”, depends at least on a first condition using a criterion associated with the instantaneous engine speed "N” and a second condition exploiting a criterion associated with the difference "Diff_Cons / Inst” (corresponding to the output marked 2 on the figure 2 ) between the actual engine speed derivative of the filtered engine and the engine speed derivative setpoint. This selection is made periodically, for example from the event "EV_10ms”.
  • the first condition is verified if the instantaneous speed "N" of the motor is greater than or equal to a first predetermined threshold, for example equal to 1000rpm.
  • the second condition is for example verified if the difference between the real engine speed derivative of the filtered engine and the engine speed derivative setpoint is greater than or equal to a second predetermined threshold, for example equal to 0.
  • the second step may in particular consist in injecting, for a determined duration ⁇ ( figure 9 ), the quantity of fuel set at startup "Q_INJ_DEM” determined in the first step, when the first and second conditions are simultaneously checked.
  • the determined duration is a function, for example, of the temperature of the engine coolant coolant "Water Temp” (input 7 of the "Reset_condition” block).
  • the second step may include a regulation of the fuel injection time at the engine according to the amount of fuel to be injected "Q_INJ_CONS_DEM".
  • a second aspect of the invention relates to an electronic control unit which implements the fuel injection control method at the start of a heat engine as developed above.
  • the control unit comprises all the blocks described above.
  • a third aspect of the invention relates to a motor vehicle comprising an electronic control unit as mentioned above, a heat engine, and a fuel injection device supplying the heat engine and driven by the electronic control unit. .
  • the invention relates to a heat engine controlled by a control unit as described above, and a data recording medium readable by the control unit, on which is recorded a computer program comprising means for computer program codes for implementing the phases and / or steps of a control method as mentioned above.
  • the control unit integrated in any computer or adapted automaton makes it possible to define (curve C1) a starting state (injection of the quantity "Q_INJ_DEM”) to the left of the line T and a conventional operating state (injection of the quantity "Q_INJ”) to the right of the line T.
  • the start (left part of the curves C1 to C3 with respect to the line marked T) comprises the patch described above with respect to the quantity "Q_INJ" thanks to the total wealth factor itself. even determined by the start-up wealth correction factor.
  • the curve C2 represents the evolution in time of the engine speed "N", as well as the illustration of the condition 1.
  • the curve C3 illustrating the difference between the derivative setpoint and the real speed derivative represents the acceleration or the energy needed to start the engine. This difference is transformed into a gain on wealth.
  • the determined duration of application of the quantity "Q_INJ_DEM” is marked ⁇ and corresponds to a delay before coming to its end with the application of the quantity "Q_INJ".
  • control device mentioned in this document can be adapted to the air control of the engine (via the throttle valve) or to the control of the advance during starting by taking as reference respectively a reference throttle opening and a reference value of the advance instead of the richness 1.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (16)

  1. Verfahren zur Steuerung der Kraftstoffeinspritzung beim Starten eines Verbrennungsmotors, umfassend eine erste Stufe der Bestimmung einer Sollkraftstoffmenge beim Starten ("Q_INJ_DEM") in Abhängigkeit von einer Differenz zwischen einer Soll-Beschleunigung des Motors und einer momentanen Beschleunigung des Motors und eine zweite Stufe, die das Einspritzen einer Kraftstoffmenge ("Q_INJ_CONS_DEM) beinhaltet, die selektiv der in der ersten Stufe Bestimmten Sollkraftstoffmenge beim Starten ("Q_INJ_DEM") oder einer vorher festgelegten Basissollkraftstoffmenge ("Q_INJ") entspricht, DADURCH GEKENNZEICHNET, DASS die Auswahl aus der Sollkraftstoffmenge beim Starten ("Q_INJ_DEM") und der vorher festgelegten Basissollkraftstoffmenge ("Q_INJ") mindestens von einer ersten Bedingung, die ein mit der momentanen Motordrehzahl ("N") verknüpftes Kriterium nutzt, und von einer zweiten Bedingung abhängt, die ein mit der Differenz zwischen einer Ableitung der Ist-Motordrehzahl und einem Motordrehzahlableitungssollwert verknüpftes Kriterium nutzt.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die erste Stufe der Bestimmung eine erste Phase der Bestimmung einer Differenz zwischen einer Ableitung der Ist-Motordrehzahl und einem Motordrehzahlableitungssollwert umfasst, wobei die Differenz zwischen der Ableitung der Ist-Drehzahl und dem Drehzahlableitungssollwert für die Differenz zwischen der Soll-Beschleunigung des Motors und der momentanen Beschleunigung des Motors repräsentativ ist.
  3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, dass in der ersten Phase die Ableitung der Ist-Drehzahl ausgehend von einem Ableitungswert der momentanen Motordrehzahl ("DERV_N") und einer Temperatur ("Temp_eau") einer Wärmeträgerflüssigkeit zur Motorkühlung Bestimmt wird.
  4. Verfahren nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, dass in der ersten Phase der Motordrehzahlableitungssollwert ausgehend von der Temperatur ("Temp_eau") der Wärmeträgerflüssigkeit zur Motorkühlung Bestimmt wird, wobei der Berechnungsschritt der Ableitung zur momentanen Drehzahl ("N") proportional ist.
  5. Verfahren nach einem der Ansprüche 2 bis 4, dadurch gekennzeichnet, dass die erste Stufe der Bestimmung eine zweite Phase der Errechnung eines Anreicherungskorrekturfaktors beim Starten ("Fac_Corr_Richesse") ausgehend von einem Kennfeld umfasst, wobei als Eingabegröße die Differenz zwischen der Ableitung der Ist-Drehzahl und dem Motordrehzahlableitungssollwert und die Temperatur der Wärmeträgerflüssigkeit zur Motorkühlung ("Temp_eau") verwendet werden.
  6. Verfahren nach Anspruch 5, dadurch gekennzeichnet, dass das Kennfeld einem Anreicherungskorrektur-Proportionalregler entspricht.
  7. Verfahren nach einem der Ansprüche 5 oder 6, dadurch gekennzeichnet, dass die erste Stufe der Bestimmung eine dritte Phase der Charakterisierung der Sollkraftstoffmenge beim Starten ("Q_INJ_DEM") aus dem Anreicherungskorrekturfaktor beim Starten ("Fac_Corr_Richesse") und einer vorher festgelegten Basiskraftstoffsollmenge ("Q_INJ") umfasst.
  8. Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass die dritte Phase der Charakterisierung eine Modulation des Anreicherungskorrekturfaktors beim Starten ("Fac_Corr_Richesse") in Abhängigkeit von der Anzahl der möglichen Motorstarts ("Red_Mod") umfasst.
  9. Verfahren nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die erste Bedingung verifiziert ist, wenn die momentane Drehzahl ("N") des Motors größer oder gleich einem ersten vorbestimmten Schwellwert ist.
  10. Verfahren nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die zweite Bedingung verifiziert ist, wenn die Differenz zwischen der Ableitung der Ist-Motordrehzahl und dem Motordrehzahlableitungssollwert größer oder gleich einem zweiten vorbestimmten Schwellwert ist.
  11. Verfahren nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die zweite Stufe während einer vorbestimmten Dauer ein Einspritzen der in der ersten Stufe Bestimmten Sollkraftstoffmenge beim Starten ("Q_INJ_DEM") beinhaltet, wenn die erste und die zweite Bedingung gleichzeitig verifiziert sind.
  12. Verfahren nach Anspruch 11, dadurch gekennzeichnet, dass die bestimmte Dauer von der Temperatur der Wärmeträgerflüssigkeit zur Motorkühlung ("Temp_eau") abhängt.
  13. Verfahren nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Auswahl aus der Sollkraftstoffmenge beim Starten ("Q_INJ_DEM") und der vorher festgelegten Basissollkraftstoffmenge ("Q_ING") von der Anzahl der möglichen Motorstarts ("Red_Mot") abhängt.
  14. Verfahren nach einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass die zweite Stufe eine Steuerung der Kraftstoffeinspritzzeit am Motor in Abhängigkeit von der einzuspritzenden Kraftstoffmenge ("Q_INJ_CONS_DEM") umfasst.
  15. Elektronische Steuereinheit, die das Verfahren zur Steuerung der Kraftstoffeinspritzung beim Starten eines Verbrennungsmotors nach einem der vorangehenden Ansprüche durchführt.
  16. Kraftfahrzeug, das eine elektronische Steuereinheit nach Anspruch 15, einen Verbrennungsmotor und ein den Verbrennungsmotor versorgendes Kraftstoffeinspritzsystem umfasst, das von der elektronischen Steuereinheit angesteuert wird.
EP12773071.1A 2011-09-26 2012-09-25 Steuerung der kraftstoffeinspritzung beim start eines verbrennungsmotors Active EP2761153B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1158564A FR2980529B1 (fr) 2011-09-26 2011-09-26 Commande d'injection de carburant au demarrage d'un moteur thermique
PCT/FR2012/052134 WO2013045805A1 (fr) 2011-09-26 2012-09-25 Commande d'injection de carburant au démarrage d'un moteur thermique

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EP2761153A1 EP2761153A1 (de) 2014-08-06
EP2761153B1 true EP2761153B1 (de) 2015-09-23

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US (1) US20140251279A1 (de)
EP (1) EP2761153B1 (de)
JP (1) JP2014526650A (de)
CN (1) CN103782014A (de)
BR (1) BR112014006424A2 (de)
FR (1) FR2980529B1 (de)
RU (1) RU2014116900A (de)
WO (1) WO2013045805A1 (de)

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FR3015374B1 (fr) 2013-12-20 2016-01-22 Renault Sas Procede de demarrage a froid d'un moteur thermique et dispositif de motorisation associe

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DE4329448B4 (de) * 1993-09-01 2007-08-23 Robert Bosch Gmbh Verfahren und Vorrichtung zum Zumessen von Kraftstoff im Startfall eines Verbrennungsmotors
US5447138A (en) * 1994-07-29 1995-09-05 Caterpillar, Inc. Method for controlling a hydraulically-actuated fuel injections system to start an engine
EP1223326B1 (de) * 2001-01-11 2006-03-15 Volkswagen Aktiengesellschaft Verfahren zur Steuerung einer eingespritzten Kraftstoffmenge während eines Startvorganges und zur Erkennung einer Kraftstoffqualität
EP1477651A1 (de) * 2003-05-12 2004-11-17 STMicroelectronics S.r.l. Verfahren und Vorrichtung zur Berechnung des Drucks im Brennraum einer Brennkraftmaschine, insbesondere einer selbstgezündeten Brennkraftmaschine, und zur Regelung der Kraftstoffseinspritzung in der Brennkraftmaschine
JP2006275004A (ja) * 2005-03-30 2006-10-12 Toyota Motor Corp 燃料噴射量の適合方法及び内燃機関の燃料噴射制御装置

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WO2013045805A1 (fr) 2013-04-04
BR112014006424A2 (pt) 2017-04-11
CN103782014A (zh) 2014-05-07
FR2980529A1 (fr) 2013-03-29
EP2761153A1 (de) 2014-08-06
FR2980529B1 (fr) 2015-01-09
RU2014116900A (ru) 2015-11-10
US20140251279A1 (en) 2014-09-11

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