EP3449111A1 - Procédé pour faire fonctionner un moteur à combustion interne, dispositif de commande et/ou de régulation d'un moteur à combustion interne, système d'injection et moteur à combustion interne - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne, dispositif de commande et/ou de régulation d'un moteur à combustion interne, système d'injection et moteur à combustion interne

Info

Publication number
EP3449111A1
EP3449111A1 EP17711568.0A EP17711568A EP3449111A1 EP 3449111 A1 EP3449111 A1 EP 3449111A1 EP 17711568 A EP17711568 A EP 17711568A EP 3449111 A1 EP3449111 A1 EP 3449111A1
Authority
EP
European Patent Office
Prior art keywords
pressure
internal combustion
combustion engine
engine
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.)
Granted
Application number
EP17711568.0A
Other languages
German (de)
English (en)
Other versions
EP3449111B1 (fr
Inventor
Armin DÖLKER
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP3449111A1 publication Critical patent/EP3449111A1/fr
Application granted granted Critical
Publication of EP3449111B1 publication Critical patent/EP3449111B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors
    • 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
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • Method for operating an internal combustion engine with an engine having a number of cylinders and an injection system with high-pressure components in particular a common-rail injection system with a number of injectors associated with the cylinders, in particular with an injector having an individual accumulator allocated for holding fuel is formed from the common rail for the injector.
  • the individual accumulator is supplied with pressurized fuel via a fuel feed passage from the pressure port and is directly in flow communication with the high pressure passage for the high pressure fuel in the common rail.
  • the volume of the single reservoir is large compared to the volume of the high pressure channel and the nozzle antechamber in the injector.
  • DE 10 2009 002 793 B4 discloses a single memory or a high-pressure component such as a common rail with a Druckmesseinrichung, which is formed in the form of a strain sensor, wherein the strain sensor is formed in the form of a strain gauge and disposed on the outside of a wall of the single memory and the individual memory, a hydraulic resistor is arranged upstream or downstream of the integration directly into the high pressure line.
  • the suction throttle when starting the engine according to the prior art is described in the patent DE 101 56 637 Cl.
  • the suction throttle is when the engine is stopped or when the engine is running until reaching a high pressure threshold of z. B. 800 bar with a constant Bestromungswert, preferably 0 A, energized.
  • the high-pressure control is activated, whereby the suction throttle is energized so that the high pressure is regulated to the target high pressure.
  • the rail pressure ie, the fuel pressure in the common rail
  • a low value eg. B. 0 bar
  • the intake throttle in this case initially not energized after starting the engine, so a maximum increase in the high pressure is reached up to a predetermined high pressure threshold.
  • This allows a fast and reliable engine start, since on the one hand injections in common-rail systems are only possible when the opening pressure of the injectors is reached. This is usually 350 ... 400 bar.
  • the engine can be accelerated faster at higher high pressures, since the fuel is better burned in this case, resulting in a higher efficiency.
  • a method must be developed which adjusts the pressure prevailing within the injection system in a predetermined value range at the time of engine start.
  • the invention begins, the task of which is to develop a method which degrades the high pressure until just below the target high pressure before starting the engine and activates the high-pressure control as quickly as possible when starting the engine.
  • the invention is based on a method for operating an internal combustion engine having an engine having a number of cylinders and an injection system with high-pressure components, in particular a common-rail injection system having a number of injectors associated with the cylinders, in particular wherein an individual accumulator is associated with an injector apparatus for holding fuel from the common rail for the injector, the method comprising the steps of:
  • a high-pressure limit value is set and a set high pressure is specified, a leakage in the common rail without injection is generated,
  • the invention also leads to a device of claim 9 and an injection system of claim 10 and to an internal combustion engine of claim 11.
  • the device is used for controlling and / or regulating an internal combustion engine, with an engine controller and an injection computing module, which are designed to carry out the inventive method.
  • the injection system is provided with a common rail for an internal combustion engine with an engine having a number of cylinders and with a number of injectors associated with the cylinders, wherein an injector is associated with a single accumulator for holding fuel from the common rail to
  • the internal combustion engine comprises an engine having a number of cylinders and an injection system according to claim 10, comprising a common rail and a number of injectors.
  • the invention is based on the consideration that the high pressure in the injection system of an internal combustion engine before starting should ideally be reduced to just below the predetermined high pressure.
  • the setpoint high pressure must be specified so that the maximum permissible high pressure at engine start is not exceeded.
  • high pressure control should be activated as soon as possible to avoid significant overshoot of the high pressure above the set point.
  • the invention has recognized that it is ensured in this way that the high-pressure pump on the one hand is not damaged by overloading and on the other hand, the high pressure at engine start is as large as possible in order to ensure a good emission and acceleration behavior.
  • the object is preferably achieved in that the high pressure after stopping the engine is reduced by activating a so-called "blank shot” function.
  • the injectors are energized when the engine is stopped, whereby a leak is generated, but no injection occurs.
  • This "blank-shot” function is activated until the high pressure is reduced to a value just below the setpoint high pressure.
  • a significant overshoot of the high pressure after engine start is inventively prevented by the high-pressure control is already activated when the calculated high-pressure gradient exceeds a predetermined limit.
  • the concept preferably provides the basis for an improved internal combustion engine.
  • the invention makes it possible to start the engine at the highest possible rail pressure without exceeding the maximum permissible rail pressure and thus without damaging the engine by an excessive rail pressure. Starting at high rail pressure thus allows a good acceleration behavior with low emissions.
  • Starting at high Rail pressure in the range of the maximum permissible rail pressure is achieved by lowering the rail pressure on the one hand to a value just below the maximum pressure after stopping the engine with the help of the blank shot function and on the other hand activating the rail pressure control at engine start early by checking whether the average high-pressure gradient exceeds a specifiable limit. This method thus makes it possible, furthermore, that the suction throttle does not have to be energized when the engine is stationary, which prolongs its service life.
  • the high-pressure control for regulating the fuel pressure is still activated during the engine standstill characterizing state as soon as a mean high-pressure gradient reaches or exceeds a defined limit.
  • this includes in particular the activation of the high-pressure control to regulate the fuel pressure already at a time at which there is still a motor standstill characterizing due to still low engine speed.
  • a suction throttle influencing the fuel supply is actuated in the closing direction, which leads to the fuel pressure remaining below a maximum value when starting the internal combustion engine.
  • the advantage is achieved that an increase in the fuel pressure over a maximum value is prevented by early closing of the intake throttle.
  • the high-pressure gradient is formed from a first and a second fuel pressure value, the first and second fuel pressure values following one another in a predetermined time interval.
  • This procedure has the advantage that the high-pressure gradient, ie its rate of increase, can be used as the criterion for activating the high-pressure control instead of the absolute fuel-pressure value. In this way, before reaching the maximum amount of the fuel pressure, the time can be determined at which the increase in the fuel pressure value reaches a predetermined limit.
  • a mean high-pressure gradient is formed from a finite quantity of successive high-pressure gradients by averaging.
  • This procedure leads to the advantage that a corresponding safety in the assessment is achieved by averaging high-pressure gradients.
  • short-term outliers in the measured fuel pressure values can be smoothed by such averaging.
  • an engine is detected at an engine speed of 50-120 min -1 as being in operation or continuously.
  • the specified high-pressure limit value is 560-600 bar.
  • the high-pressure gradient is determined for a predetermined period of time as a mean high-pressure gradient of a number (k) of specific high-pressure gradients, the number (k) being a quotient of the predetermined time span and a sampling time is formed.
  • FIG. 1 shows a device for controlling an injection system of an internal combustion engine.
  • FIG. 2 shows a block diagram of a high-pressure control loop
  • Fig. 3 A is a timing diagram illustrating the high pressure gradient
  • Fig. 4A is a timing diagram of the measured speed n mess
  • 4B is a timing diagram of the measured fuel pressure p meS s and the target high pressure
  • 4C is a time chart of the high pressure gradient of the fuel pressure
  • 4D is a timing diagram of the duty cycle PWM SDR of the PWM signal 4E is a timing diagram of the signal "motor stop", which indicates a shutdown of the engine
  • 4F is a timing diagram of the "Motor Stall" signal indicating a motor stall
  • 4G is a timing diagram of the signal "control mode", which is an activation of the
  • 4H is a timing diagram of the signal "Blank Shot Active", which activates the
  • FIG. 5 is a flowchart of a method of a preferred embodiment.
  • Fig. 1 shows a device according to the prior art. Such a device is described in DE 10 2014 213 648 B3.
  • An internal combustion engine 1 in this case has an injection system 3.
  • the injection system 3 is preferably designed as a common rail injection system. It has a low-pressure pump 5 for conveying fuel from a fuel reservoir 7, an adjustable, low-pressure suction throttle 9 for influencing a flowing to a high-pressure pump 11 fuel volume flow, the high-pressure pump 11 to promote the fuel with pressure increase in a high-pressure accumulator 13, the high-pressure accumulator 13 for storing the fuel, and preferably a plurality of injectors 15 for injecting the fuel into combustion chambers 16 of the internal combustion engine 1.
  • the injection system 3 is also designed with individual memories, in which case, for example, an individual memory 17 is integrated as an additional buffer volume in the injector 15.
  • a particular electrically controllable pressure control valve 19 is provided, via which the high pressure accumulator 13 is fluidly connected to the fuel reservoir 7.
  • a fuel volume flow is defined which is diverted from the high-pressure accumulator 13 into the fuel reservoir 7.
  • This fuel flow is referred to in Fig. 1 and in the following text with VDRV and represents a high-pressure disturbance of the injection system 3.
  • the injection system 3 has no mechanical pressure relief valve, since its function is taken over by the pressure control valve 19.
  • the mode of operation of the internal combustion engine 1 is determined by an electronic control unit 21, which is preferably designed as an engine control unit of the internal combustion engine 1, namely as a so-called engine control unit (ECU).
  • the electronic control unit 21 includes the usual components of a Microcomputer system, such as a microprocessor, I / O devices, buffer and memory devices (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic control unit 21 from input variables output variables. The following input variables are shown by way of example in FIG. 1: A measured, still unfiltered high pressure p, which prevails in the high-pressure accumulator 13 and is measured by means of a pressure sensor 23, a current engine speed n 1?
  • input E preferably further sensor signals are summarized, for example, a charge air pressure of an exhaust gas turbocharger.
  • a single accumulator pressure p E is preferably an additional input variable of the control unit 21.
  • Fig. 1 are as outputs of the electronic control unit 21 by way of example a signal PWMSDR for controlling the suction throttle 9 as the first pressure actuator, a signal ve for controlling the injectors 15 - which in particular an injection start and / or a spray end or an injection duration dictates - a Signal PWMDRV for controlling the pressure control valve 19 and thus the high-pressure disturbance variable VDRV defined.
  • the output variable A is representative of further control signals for controlling and / or regulating the internal combustion engine 1, for example for a control signal for activating a second exhaust gas turbocharger in a register charging.
  • Fig. 2 shows the block diagram of a high pressure control loop according to the prior art.
  • Input variable of the high pressure control loop is the target high pressure ps 0 u of the common rail system, which is compared with the measured high pressure p mess . The difference between the two high pressures results in the high pressure control deviation ep.
  • This control deviation ⁇ of the high pressure is the input variable of the high-pressure regulator, which is preferably designed as a PI (DTi) algorithm.
  • Other input variables of the high-pressure regulator include the proportional coefficient kpsDR output variable of the high-pressure regulator is the fuel volume flow V PI (DTI) SDR , which is added to the fuel target consumption Vstör SDR .
  • DTI proportional coefficient kpsDR output variable of the high-pressure regulator
  • the nominal fuel consumption Vs t ör SDR is calculated from the measured engine speed n mess and the target injection quantity Qsoii and represents a disturbance of the high pressure control loop.
  • V PI DTI
  • Vs t ör SDR Disturbance variable connection
  • This value is then set to the maximum flow rate depending on the engine speed n mess V max limited.
  • the limited nominal fuel flow V So ii is the input parameter of the pump curve.
  • the pump characteristic converts the limited nominal fuel flow rate V S oii SDR into the desired intake throttle current Is 0 n SDR .
  • the suction throttle target current Is 0 u SDR is the input variable of the intake throttle current regulator, which has the task of controlling the intake throttle flow. Another input variable of the suction throttle current regulator is the measured intake throttle flow I meS s SDR.
  • the output variable of the intake throttle current regulator is the intake throttle target voltage U S oii SDR, which is finally converted into the PWM duty cycle PWM S DR as specification for the intake throttle.
  • the controlled system of the high-pressure control loop comprises a total of the suction throttle, the high-pressure pump and the fuel rail.
  • Controlled variable of the lower Saugdrosselstrom-control circuit is in this case the Saugdrosselstrom, wherein the raw values IR 0 I I SDR still by a filter which z. B.
  • a PTrFilter can be filtered.
  • the output variable of this filter is the measured intake throttle flow I me s S SDR
  • the control variable of the high-pressure control circuit is the fuel rail pressure (high pressure).
  • the raw values of the fuel rail pressure p 0 h are filtered by a high-pressure filter which has the measured fuel rail pressure p mess as output variable.
  • This filter can, for. B. be implemented by a PTr algorithm.
  • FIGS. 3A and 3B illustrate a particularly advantageous calculation of the high-pressure gradient.
  • the time diagram shown in FIG. 3A shows the high-pressure in the form of a solid curve as a function of time.
  • the current high-pressure gradient (Gradient Current TM ⁇ ) at the time is calculated as shown in FIG. 3B by measuring the measured fuel pressure (pmessiti-AtG ra d HD )) past the time (Et Gr ad HD ) from the current fuel Subtracts the pressure (pmessit) and divides the difference by the time interval (AtGrad HD ).
  • the high-pressure gradient at the time (- Ta), where with (Ta) the
  • Sampling time is calculated by subtracting the measured fuel pressure (pmessiti - Ta - ⁇ tG ra dd HD )) by the time period (ti - Ta - aortic wheel) from the fuel pressure (pmessfa - Ta)) and the difference also divided by the period of time (EtGrad TM) becomes.
  • the high pressure gradient at time (t] - (k-1) * Ta) is calculated by taking the measured fuel pressure past the time period (t] - (k-1) * Ta-AtG ra d HD ) (p meS s (ti - (k - 1) * Ta - ⁇ tG rad HD )) is subtracted from the fuel pressure (p mess (ti - (k - 1) * Ta)) and the difference in time (AtGrad TM) divided.
  • An advantageous embodiment of the calculation of the high-pressure gradient is when it is averaged over the predetermined period of time (AtMittei HD ).
  • the mean high-pressure gradient (GradientMittei HD (ti)) at time ti results in accordance with FIG. 3B by averaging over (k) gradients, the number (k) corresponding to FIG. 3B being calculated as follows will: _ ⁇ middle
  • the related Figures 4A, 4B, 4C, 4D, 4E, 4F, 4G and 4H illustrate the invention in terms of several timing diagrams.
  • the timing diagram shown in Fig. 4A shows the measured engine speed (n meS s) -
  • the "Engine Stop" signal shown in the timing diagram of Fig. 4E changes from 0 to the value 1.
  • the engine speed changes ( n mess ), starting from the value 1000 1 / min, to the value 0 1 / min.
  • the signal shown in the timing diagram of FIG. 4F (“engine stalled") changes from value 0 to value 1.
  • FIG. 4A shows the measured engine speed (n meS s) -
  • the "Engine Stop" signal shown in the timing diagram of Fig. 4E changes from 0 to the value 1.
  • the signal shown in the timing diagram of FIG. 4F (“engine stalled") changes from value 0 to value 1.
  • the target high pressure (psoii) is a solid, bright one Curve shown.
  • the setpoint high pressure is calculated as the output variable of a three-dimensional characteristic map with the input variables engine speed (n meS s) and setpoint torque (Ms 0 n). If the engine is stopped, the setpoint torque is immediately reduced to the value 0 Nm, the engine speed drops to the value 0 1 / min with a time delay.
  • the fuel pressure (pmess 1 ) is represented in the timing diagram of Fig. 4B by a dark solid curve. Since in the case of an engine stop is no longer injected and newer common-rail systems have little or no system leakage, the fuel pressure (pmess 1 ) remains constant until the time (t 2 ) to the original setpoint 1200 bar. Accordingly, as shown in the timing diagram of FIG. 4C, an intermediate high-pressure gradient (GradientMi tte i HD) from 0 bar / s calculated.
  • the timing chart of Fig. 4D shows the duty cycle (PWM SDR ) of the PWM signal of the suction throttle. By the time (ti), with the engine running, this assumes the value of 15%.
  • the engine is started. This has the consequence that the engine speed (n mess ) increases and at the time (t 5 ) reaches the value 80 1 / min. Thus, a running motor is detected at this time, the signal ("Motor Steht") changes from the value of 1 to the value 0.
  • the duty cycle (PWM SDR ) of the PWM signal is calculated from this point on and so that the fuel pressure is regulated, ie, until the time (t 5 ), the duty cycle (PWM SDR ) of the PWM signal is set to the value 0% and thus the fuel pressure controlled.
  • FIG. 4D shows that the prior art duty cycle (PWM SDR 1 ) of the P WM signal increases at time (t 5 ) with the high pressure control being activated and finally at time (tg) the stationary value is 20%.
  • the diagram shown in Fig. 4G shows the control mode (control mode 1 ) according to the prior art.
  • the prior art is again shown as a solid curve, as in the diagrams shown in FIGS. 4B and 4D.
  • control mode 1 is identical to the value 1 until the time (t 5 ), ie until this time the high-pressure control is deactivated, so that the duty cycle of the PWM signal (PWM DR ) is specified , Only at the time (t 5 ), the control mode (control mode 1 ) changes to the value 0, so that the fuel pressure (pmess 1 ) is controlled in the sequence.
  • the graph shown in Fig. 4C shows that the high-pressure gradient (GradientMittei 110 ) increases from the time (t 3 ) according to the increasing fuel pressure according to the diagram shown in Fig. 4B and at the time (t4) the limit value (LimitHDGradient Start ).
  • the high pressure control is activated upon reaching this limit and thus at the time (U).
  • the control mode shown in Fig. 4G, already at the time (U) changes to the value 0.
  • the corresponding line is shown dotted and denoted by (control mode 2 ).
  • the PWM signal according to the invention is again shown in dotted lines and denoted by (PWM SDR 2 ).
  • the inventively earlier high-pressure control causes the fuel pressure now at engine start below the maximum value (p m ax) remains and earlier, already at the time (tg), settling on its setpoint (psoii). This protects the engine when starting.
  • the resulting in this case the course of the fuel pressure is again shown in dotted lines in the diagram of FIG. 4B.
  • the fuel pressure is denoted by (p me ss).
  • Fig. 5 illustrates the method of the invention in the form of a flow chart.
  • step (Sl) is in this case the central gradient (GradientMittei TM 1) corresponding to FIG. 3 calculated. Subsequently, the operation proceeds to step (S2).
  • step (S2) a query is made as to whether the engine is stopped. Is this the Case, proceeds to step (S3).
  • step (S3) a flag which is initialized with the value 0 is scanned. If this flag is set, step (S7) is continued. If the flag is not set, proceed to step (S4).
  • step (S4) it is checked whether the gradient (GradientMittei TM 5 ) is greater than or equal to the limit value (LimitHDGradient Start ). If this is the case, continue with step (S5).
  • step (S5) the flag is set to the value 1, and the control mode to the value 0. Then, step (S7) is continued.
  • step (S4) If the query result in step (S4) is negative, ie if the mean gradient (gradient average HD) is less than the limit value (LimitHDGradient Start ), the control mode is set to the value 1 in step (S6). Subsequently, the operation proceeds to step (S7). In step (S7), the control mode is requested. If the control mode is set, the duty ratio (PWM SDR ) of the PWM signal is set to 0 in step (S8).
  • PWM SDR duty ratio
  • the duty cycle (PWM SDR ) of the PWM signal is calculated in step (S9) depending on the suction throttle target voltage (Usoii SDR ), the battery voltage (U ß a tt ) and the diode forward voltage (Uoio d e) , In both cases, the program is expired.
  • step (S10) the flag and the control mode are reset to the value 0.
  • the duty cycle (PWM SDR ) of the PWM signal is calculated as a function of the intake throttle setpoint voltage (Usoii SDR ), the battery voltage (U ß a tt ) and the diode forward voltage (Uoiode). This completes the program even in this case.

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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)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne comprenant un moteur doté d'un certain nombre de cylindres et un système d'injection comprenant des composants à haute pression, en particulier un système d'injection à rampe commune doté d'un certain nombre d'injecteurs associés aux cylindres. En particulier, à chaque injecteur est associé un accumulateur individuel qui est conçu pour tenir en réserve du carburant provenant de la rampe commune pour l'injecteur. Ce procédé comprend les étapes consistant à démarrer le moteur à combustion interne, à faire fonctionner le moteur à combustion interne et à arrêter le moteur à combustion interne. Selon l'invention, ledit procédé comprend les étapes consistant à identifier un état caractérisant un arrêt du moteur, en particulier après l'arrêt du moteur à combustion interne, à spécifier une valeur limite de haute pression et à prédéfinir une haute pression de consigne, à générer une fuite dans la rampe commune sans injection et, au moyen de la fuite, à faire baisser la pression de carburant dans la rampe commune au-dessous de la haute pression de consigne à la valeur limite de haute pression spécifiée.
EP17711568.0A 2016-04-28 2017-03-13 Procédé pour faire fonctionner un moteur à combustion interne, dispositif de commande et/ou de régulation d'un moteur à combustion interne, système d'injection et moteur à combustion interne Active EP3449111B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016207297.8A DE102016207297B3 (de) 2016-04-28 2016-04-28 Verfahren zum Betrieb einer Brennkraftmaschine, Einrichtung zum Steuern und/oder Regeln einer Brennkraftmaschine, Einspritzsystem und Brennkraftmaschine
PCT/EP2017/000324 WO2017186326A1 (fr) 2016-04-28 2017-03-13 Procédé pour faire fonctionner un moteur à combustion interne, dispositif de commande et/ou de régulation d'un moteur à combustion interne, système d'injection et moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3449111A1 true EP3449111A1 (fr) 2019-03-06
EP3449111B1 EP3449111B1 (fr) 2021-04-28

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US (1) US10641199B2 (fr)
EP (1) EP3449111B1 (fr)
CN (1) CN109072795B (fr)
DE (1) DE102016207297B3 (fr)
WO (1) WO2017186326A1 (fr)

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CN109630301A (zh) * 2018-12-11 2019-04-16 潍柴动力股份有限公司 一种无泄漏喷油器空喷射的控制方法和装置
CN110185546B (zh) * 2019-05-20 2021-12-14 苏州国方汽车电子有限公司 一种无静态回油发动机共轨燃油系统的轨压释放方法及装置
CN113047975B (zh) * 2021-03-23 2023-06-09 无锡威孚高科技集团股份有限公司 一种柴油机燃油系统中电控泄压阀的控制方法

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US10641199B2 (en) 2020-05-05
CN109072795A (zh) 2018-12-21
WO2017186326A1 (fr) 2017-11-02
CN109072795B (zh) 2021-07-27
US20190136788A1 (en) 2019-05-09
EP3449111B1 (fr) 2021-04-28

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