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CN103562532A - Method for operating an internal combustion engine - Google Patents

Method for operating an internal combustion engine Download PDF

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Publication number
CN103562532A
CN103562532A CN201280025235.5A CN201280025235A CN103562532A CN 103562532 A CN103562532 A CN 103562532A CN 201280025235 A CN201280025235 A CN 201280025235A CN 103562532 A CN103562532 A CN 103562532A
Authority
CN
China
Prior art keywords
pressure
regulated value
batching unit
control
oily rail
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
CN201280025235.5A
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Chinese (zh)
Other versions
CN103562532B (en
Inventor
D.维特雷
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of CN103562532A publication Critical patent/CN103562532A/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—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
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • 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
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B7/00—Arrangements for obtaining smooth engagement or disengagement of automatic control
    • G05B7/02—Arrangements for obtaining smooth engagement or disengagement of automatic control electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/226—Fail safe control for fuel injection pump
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

The invention relates to a method and to assembly for operating an internal combustion engine having common rail injection. In the method, fuel is introduced into the rail by means of a high-pressure pump, wherein the high-pressure pump is actuated by a metering unit that receives a control value (58) therefore, the control value (58) being determined on the basis of a pilot control (22, 24) such that a control of the metering unit is carried out.

Description

Method for operation of combustion engine
Technical field
The present invention relates to a kind ofly for moving, there is the method for the internal-combustion engine that common rail stored type directly sprays and a kind of for carrying out the layout of described method.
Background technique
Its execution in service altogether rail stored type directly spray-also referred to as common rail injection-internal-combustion engine in used ejecting system, at this ejecting system mesohigh pump, make fuel reach high pressure level.Fuel under pressure is arranged in pressure reservoir, and this pressure reservoir is in operation all the time under pressure.
Realized in this way pressure and produced completely separated with course of injection, only spray controllably by characteristic family in other words characteristic field (Kennfelder) carry out, wherein time for spraying and emitted dose are controlled by the engine control parts of electronics.The fuel that is arranged in pressure reservoir or oily rail is ejected into firing chamber by injection valve.Therefore in order to keep the pressure in oily rail, by the high-pressure service pump of being controlled by batching unit (MPROP), fuel is delivered to oily rail continuously or with the interval of rule.Batching unit has obtained regulated value for this reason, and described regulated value stems from pressure controlled initial value in pressure reservoir, and wherein said adjusting has also obtained the signal of pressure transducer, and described pressure transducer has been found out the pressure in oily rail.
Therefore, the pressure in oily rail utilizes pressure transducer or pressure-accumulating tube pressure transducer monitor or regulate, to remain the pressure of the expectation in oily rail.For some ejecting systems, be provided with extraly pressure regulator valve, described pressure regulator valve also allows pressure in oily rail to regulate.
By a kind of method for operation of combustion engine of document DE 10 2,010 0,298 40 A1 cicada, wherein can avoid less desirable pressure divergence.At this, identify the variation of driver's hope.According to the variation of driver's hope, find out pressure correction value, and change based on pressure correction value the regulated signal that is fed to control system.
In common rail system---it has regulator in the metering unit (MPROP) that high-pressure service pump uses and not with the oily rail of pressure regulator valve, can not utilize the software of current use enough accurately to regulate oily rail pressure when pressure-accumulating tube pressure transducer damages.This system is also called 1-regulator-system.2-regulator-system has the regulator in metering unit and also has pressure regulator valve.Therefore, especially depend on that the emitted dose of oily rail pressure is no longer accurately corresponding to driver's hope, because do not detect oily rail pressure in the situation that there is no pressure-accumulating tube pressure transducer.
Therefore,, for the ejecting system without pressure regulator valve, when losing efficacy, pressure-accumulating tube pressure transducer stipulates before this to make engine shutdown.Caused like this, vehicle only can not rerun because pressure-accumulating tube pressure transducer loses efficacy.Yet this reaction is unacceptable to many motor vehicle manufacturers.If yet abandon shutting down, must consider the rideability of remarkable variation.
Summary of the invention
Under this background, a kind of method according to claim 1 and a kind of layout with feature according to claim 9 have been proposed.By dependent claims and specification, obtain multiple design proposal.
The method proposing can realize operation of combustion engine in the situation that there is no pressure-accumulating tube pressure transducer because based on regulated value carried out to the control of batching unit and and then to guiding to the control of the fuel quantity in oily rail, described regulated value is definite according to pre-control.
In the method for operation of combustion engine proposing, based on utilizing in the design proposal of modulated operation of pressure-accumulating tube pressure transducer, when losing efficacy, pressure-accumulating tube pressure transducer can guarantee at least one emergent driving functions.Utilize the easy coupling of software function and utilize the correction function through study, can realize significantly improved oily rail pressure in the situation that there is no pressure-accumulating tube pressure transducer and control, and and then having realized the improvement of rideability.
Therefore, when losing efficacy, pressure-accumulating tube pressure transducer switched in check operation from modulated operation.This represents, by batching unit be provided fuel quantity in oil supply rail no longer the signal based on pressure-accumulating tube pressure transducer regulate, but controlled.Determined a kind of regulated value, this regulated value is based on pre-control and in the situation that is considered as metering curve (AMC:Adaptive Metering Curve) correction function, adaptive, get off definite if desired for this reason.In idle running, can also additionally consider auxiliary pre-control.At this, idle running regulator can send a kind of signal, and this signal is used for controlling batching unit.
AMC is typically learnt in batching unit during trouble-free operation, and and then is typically also mated constantly.AMC considered specified system requirements (specified physics pre-control) and the volume flow between the regulated value that regulates run duration batching unit poor.
By specification and accompanying drawing, other advantage of the present invention and design proposal have been obtained.
Certainly, without departing from the scope of the invention, feature mentioned above and that below will describe can not only be with being used in combination of providing respectively, and can be with other combination or use individually.
Accompanying drawing explanation
Fig. 1 shows the flow chart of the embodiment of described method.
Fig. 2 shows a kind of embodiment of described layout.
Embodiment
Embodiment schematic description the present invention with reference to the accompanying drawings, and be described in detail with reference to the attached drawings subsequently the present invention.
In Fig. 1, according to flow chart, show a kind of embodiment of proposed method.At this, described flow process is divided into four parts, i.e. part A10, part B12, part C14 and part D16.Described illustrating, in the situation that pressure-accumulating tube pressure transducer must switch to from modulated operation in check operation while losing efficacy, finds out the regulated value for batching unit (MPROP).
Switch 20 has been shown in part A10, has utilized switch between specified physics pre-control 22 and minimal physical pre-control 24, to switch.
In part B12, if there is adaptive metering curve, utilize the instruction of adaptive metering curve (AMC) 30 to be worth calculated value (Lernwert) in other words and proofread and correct.
In part C14, can consider pump tolerance 40, especially according to AMC30, whether learnt.
In part D16, be provided with switch 50, when internal-combustion engine is arranged in idle running 54 time, described switch can be connected a kind of auxiliary pre-control 52.At output terminal 56 places, drawn for controlling the adjustable parameter 58 of batching unit.
Know, by controlling oily rail pressure, can be in the situation that there is no pressure transducer-do not have in this case pressure-accumulating tube pressure transducer-realize Motor Vehicle continue travel.
Yet now there are following two problems:
1. rideability is relevant to system tolerance significantly, that is to say, relevant with the tolerance of leakage rate, the tolerance of emitted dose and the tolerance of pump indicatrix and controller to the controlled quentity controlled variable of sparger.
2. especially should be noted that oily rail pressure control is inadequate in idle running, because idle running regulator is got involved.Normally in service, oil rail pressure still reaches a stable point, although the integrated behavior that the batching unit (MPROP) that existence is used high-pressure service pump is controlled, although because oily rail pressure-as controller, find out-remain unchanged, but when the oily rail pressure in pressure reservoir or oily rail increases or reduces, emitted dose increases or reduces.In idle running, the reaction of idle running regulator changes contrary with this emitted dose.
First problem is made to following reaction:
1. use the pre-control 22 or 24 of the physics in part A10.
2. find out minimum system requirements, to would rather guide in oily rail very few rather than too much.As the pre-control of physics, by specified system requirements, found out maximum system requirements equally, can find out minimum system requirements.This carries out when more expecting stall rather than too much emitted dose.This point is implemented in part A10.
The mode that specified pre-control can be understood as to calculate at this is found out volume flow demand, and high-pressure service pump must provide this volume flow demand oil supply rail.At this known emitted dose and rotating speed.Therefore can calculate volume flow.By emitted dose, can be calculated the controlled quentity controlled variable of sparger, that is to say the amount for handling, opening and closing.Also can measure injector leakage amount for specified system, and be stored in controller with the form of characteristic family.
Emitted dose, controlled quentity controlled variable and injector leakage amount are known, and have certain tolerance.When calculating, consider this tolerance, so that the volume flow demand of finding out the system with minimum essential requirement by calculating is as minimum pre-control.
In principle, described pre-control depends on emitted dose, and described emitted dose depends on again engine speed, so people can estimate, how many fuel must be taken in oily rail.
3. use the correction by means of AMC30, to reduce the impact of component tolerances.For this reason, must understand AMC-instruction tolerance.This implements in part B12.
4. reduce the pump requirement to the known tolerance of pump indicatrix or pump tolerance 40, to again would rather carry in very few rather than mistake as many as oil rail.This implements in part C14.
About Second Problem, can add extra pre-control 52 according to emitted dose in idle running 54.When idle running regulator is while being decreased to subnormal idle running demand by emitted dose, this represents, oily rail pressure higher than expection and pump, provide too much.When emitted dose increases, the pump amount of providing must be provided this auxiliary pre-control, and vice versa.This realizes in part D16.
At output terminal 56 places, obtain a value, it is directly with the regulated value 58 that acts on batching unit.Part A10 to D16 can check independently of one another, analyzes and use.The first switch 20 and pump tolerance 40 can in the situation that the safety regulations of considering manufacturer by data programing (bedated).
In the method proposing, in a kind of design proposal, when recognizing the inefficacy of pressure-accumulating tube pressure transducer, from modulated mode transition in check pattern.In the situation that losing efficacy, the regulated value of batching unit should be from regulator initial value step to the output terminal 56 shown in Fig. 1.For fear of the jump in oily rail pressure, so initialization starting on hill value (Rampenstartwert), makes the regulated value of batching unit not cause jump.Therefore the value 58(that, starting on hill value can deduct output terminal 56 places corresponding to last regulator initial value is not with P share).Slope output is added on output terminal 56, and is decreased to step by step 0 subsequently.P share is not used in the initialization on inclined-plane, because when pressure-accumulating tube pressure transducer is identified as losing efficacy, pressure regulator deviation may be false.
Pressure reservoir or the oily rail 80 of internal-combustion engine have been shown in Fig. 2, and wherein fuel is under pressure, and fuel can be injected in firing chamber by the first injection valve 82, the second injection valve 84, the 3rd injection valve 86 and the 4th injection valve 88, for example, in the cylinder of internal-combustion engine.For simplicity of illustration, in Fig. 2, only show in detail the 3rd injection valve 86.
On this external oily rail 80, be provided with pressure-accumulating tube pressure transducer 90, the pressure in this pressure-accumulating tube pressure transducer inspection oil rail 80 also sends the signal 92 of representative pressure.Except the secondary signal 94 of gas pedal 96, the 4th signal 102 of the 3rd signal 98 of bent axle 100, camshaft 104 and other signal 106 of other sensor, this signal 92 enters in controller 120.This controller 120 has controlled by the first output terminal 122 final controlling element arranging, the batching unit 130 of being controlled injection valve 82 to 88 and having been controlled high-pressure service pump 132 by the 3rd output terminal 126 by the second output terminal 124, described high-pressure service pump is delivered to oily rail 80 by circuit 134 by fuel 146.
In addition, diagram also shows fuel filter 140, testing valve 142 and fuel tank 144, and fuel 146 is arranged in fuel tank.In addition, in fuel tank 144, be also provided with the pre-supply pump 150 of electricity and prefilter 152.
Therefore, in failure-free operation, pressure-accumulating tube pressure transducer 90 provides signal 92, and this signal is for regulating batching unit 130 and and then for regulating the fuel that is exported to oily rail by high-pressure service pump 132.If pressure-accumulating tube pressure transducer 90 lost efficacy, by controller 120, calculate a value, as what set forth in conjunction with Fig. 1, this value is with acting on the regulated value of controlling batching unit.

Claims (9)

1. one kind for moving the method with the internal-combustion engine that common rail stored type directly sprays, in described method, by means of high-pressure service pump (132), fuel is imported in oily rail (80), wherein said high-pressure service pump (132) is controlled by batching unit (130), described batching unit receives regulated value (58) for this reason, described regulated value is determined based on pre-control (22,24), thereby described oily rail pressure is controlled also and then controlled to described batching unit (130).
2. method according to claim 1, wherein first based on regulating the regulated value (58) that is identified for described batching unit (130), based on monitored the pressure in described oily rail (80) pressure-accumulating tube pressure transducer (90) signal and when described pressure-accumulating tube pressure transducer (90) lost efficacy, from regulating described batching unit (130) to transit to, control described batching unit (130).
3. method according to claim 2, is wherein transitting to control from the adjusting of described batching unit (130), and so initialization starting on hill value, makes the regulated value (58) of described batching unit (130) not carry out step.
4. according to the method in any one of claims 1 to 3, wherein when determining regulated value (58), consider adaptive measurement curve (30).
5. according to the method described in claim 2 and 4, wherein utilizing pressure-accumulating tube pressure transducer (90) run duration to learn the measurement curve (30) of described adaptation.
6. according to the method described in any one in claim 1 to 5, wherein in idle running (54), consider a kind of extra pre-control (52) during when definite regulated value (58).
7. method according to claim 6, the regulator that wherein dallies sends a signal, and described signal is considered for determining described regulated value (58).
8. according to the method described in any one in claim 1 to 7, wherein when definite regulated value (58), consider pump tolerance (40).
9. one kind for moving the layout with the internal-combustion engine that common rail stored type directly sprays, in described layout, be provided with high-pressure service pump (132) for fuel (146) is imported to oily rail (80), wherein be provided with batching unit (130), described batching unit is for controlling described high-pressure service pump (132) based on regulated value (58), wherein said layout so designs, and makes it possible to determine described regulated value (58) based on pre-control (22,24).
CN201280025235.5A 2011-05-23 2012-04-25 For the method running internal combustion engine Expired - Fee Related CN103562532B (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102011076258.2 2011-05-23
DE102011076258A DE102011076258A1 (en) 2011-05-23 2011-05-23 Method for operating an internal combustion engine
PCT/EP2012/057547 WO2012159841A2 (en) 2011-05-23 2012-04-25 Method for operating an internal combustion engine

Publications (2)

Publication Number Publication Date
CN103562532A true CN103562532A (en) 2014-02-05
CN103562532B CN103562532B (en) 2016-06-29

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EP (1) EP2715095A2 (en)
KR (1) KR101858785B1 (en)
CN (1) CN103562532B (en)
DE (1) DE102011076258A1 (en)
WO (1) WO2012159841A2 (en)

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CN107407220A (en) * 2015-03-11 2017-11-28 大陆汽车有限公司 Method and spraying system for the reciprocating characteristic point of the blocking element that obtains injector
CN109322757A (en) * 2018-10-30 2019-02-12 潍柴动力股份有限公司 Rail pressure analogy method and device in Starting Process of Diesel Engine
CN107131066B (en) * 2016-02-29 2021-09-10 福特环球技术公司 Method and system for fuel rail pressure relief

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Publication number Priority date Publication date Assignee Title
DE102013214910A1 (en) 2013-07-30 2015-02-05 Robert Bosch Gmbh Method for operating an internal combustion engine with accumulator injection
DE102019210340B3 (en) * 2019-07-12 2020-12-10 Vitesco Technologies GmbH Method and device for avoiding overpressure in a high-pressure fuel injection system of a motor vehicle

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US20040249555A1 (en) * 2001-11-24 2004-12-09 Armin Doelker Method for controlling an internal combustion engine
JP2005155561A (en) * 2003-11-28 2005-06-16 Denso Corp Fuel injection device for internal combustion engine
DE102004049747A1 (en) * 2004-10-12 2006-04-13 Robert Bosch Gmbh Method for operating of fuel injection system has output value of I-controller accepted in pilot performance characteristic with frequency accepted in frequency characteristic for corresponding operating point
CN1820138A (en) * 2004-04-30 2006-08-16 丰田自动车株式会社 Pressure boosting common rail fuel injection apparatus and fuel injection control method therefor

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WO2002075140A1 (en) * 2001-03-16 2002-09-26 Robert Bosch Gmbh Method for operating an internal combustion engine using a fuel apportioning system
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CN107407220A (en) * 2015-03-11 2017-11-28 大陆汽车有限公司 Method and spraying system for the reciprocating characteristic point of the blocking element that obtains injector
CN107407220B (en) * 2015-03-11 2020-10-16 大陆汽车有限公司 Method for detecting a characteristic point of a reciprocating movement of a closing element of an injector and injection system
CN107131066B (en) * 2016-02-29 2021-09-10 福特环球技术公司 Method and system for fuel rail pressure relief
CN109322757A (en) * 2018-10-30 2019-02-12 潍柴动力股份有限公司 Rail pressure analogy method and device in Starting Process of Diesel Engine
CN109322757B (en) * 2018-10-30 2021-06-18 潍柴动力股份有限公司 Rail pressure simulation method and device in starting process of diesel engine

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EP2715095A2 (en) 2014-04-09
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KR20140035915A (en) 2014-03-24
KR101858785B1 (en) 2018-06-28
WO2012159841A3 (en) 2013-01-31

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