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CN103562532B - For the method running internal combustion engine - Google Patents

For the method running internal combustion engine Download PDF

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Publication number
CN103562532B
CN103562532B CN201280025235.5A CN201280025235A CN103562532B CN 103562532 B CN103562532 B CN 103562532B CN 201280025235 A CN201280025235 A CN 201280025235A CN 103562532 B CN103562532 B CN 103562532B
Authority
CN
China
Prior art keywords
pressure
metering units
regulated value
control
oil 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.)
Expired - Fee Related
Application number
CN201280025235.5A
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Chinese (zh)
Other versions
CN103562532A (en
Inventor
D.维特雷
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of CN103562532A publication Critical patent/CN103562532A/en
Application granted granted Critical
Publication of CN103562532B publication Critical patent/CN103562532B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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

Landscapes

  • 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)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The present invention relates to a kind of method for running the internal combustion engine with common rail memory-type direct-injection and layout.Direct fuel in oil rail by means of high-pressure pump in the process, wherein said high-pressure pump is manipulated by metering units, this metering units receives regulated value (58) for this, and described regulated value is determined based on pre-control (22,24), thus carrying out the control to metering units.

Description

For the method running internal combustion engine
The present invention relates to a kind of method for running the internal combustion engine with common rail memory-type direct-injection and a kind of layout for performing described method.
Its run in perform common rail memory-type direct-injection also referred to as the internal combustion engine of common rail injection in employ spraying system, make fuel reach high pressure level at this spraying system mesohigh pump.The fuel being under pressure is arranged in pressure reservoir, and this pressure reservoir is in operation and is under pressure all the time.
Achieving pressure in this way to produce and being kept completely separate of course of injection, injection is only controllably undertaken by characteristic family characteristic field (Kennfelder) in other words, and wherein time for spraying and emitted dose are controlled by the engine control device of electronics.The fuel being arranged in pressure reservoir or oil rail is ejected in combustor by injection valve.Therefore to keep the pressure in oil rail, continuously or at regular intervals the high-pressure pump by being manipulated by metering units (MPROP) delivers fuel to oil rail.Metering units obtains regulated value for this, and described regulated value stems from pressure controlled initial value in pressure reservoir, and wherein said adjustment also obtain the signal of pressure transducer, and described pressure transducer has found out the pressure in oil rail.
Therefore, the pressure in oil rail utilizes pressure transducer or pressure accumulating tube pressure transducer to monitor or regulate, in order to remain the desired pressure in oil rail.For some spraying systems, being provided with pressure-regulating valve extraly, described pressure-regulating valve allows also to pressure in oil rail is adjusted.
A kind of method for running internal combustion engine is there is known, wherein it can be avoided that less desirable pressure divergence by document DE102010029840A1.At this, identify the change of driver's hope.Pressure correction value is found out in change according to driver's hope, and changes the adjustment signal being fed to control system based on pressure correction value.
In common rail system, it has the actuator in the metering unit (MPROP) of high-pressure pump and the oily rail without pressure-regulating valve, and currently used software can not be utilized precisely enough to regulate oil rail pressure power when pressure accumulating tube pressure transducer damages.This system is also known as 1-actuator-system.2-actuator-system has the actuator in metering unit and also has pressure-regulating valve.Therefore, the emitted dose particularly depending on oil rail pressure power no longer corresponds exactly to driver's hope, because do not detect oil rail pressure power when not having pressure accumulating tube pressure transducer.
Therefore, for not having the spraying system of pressure-regulating valve, specified before this to make electromotor shut down when pressure accumulating tube pressure transducer loses efficacy.This results in, vehicle was merely due to pressure accumulating tube pressure transducer lost efficacy and can not rerun.But many motor vehicle manufacturers are unacceptable by this reaction.If but abandon shutting down, then must account for the driving performance of notable variation.
Under this background, it is proposed that a kind of according to the present invention for running the method for the internal combustion engine with common rail memory-type direct-injection and a kind of layout for running the internal combustion engine with common rail memory-type direct-injection according to the present invention.
Run internal combustion engine when the method proposed can there are currently no pressure accumulating tube pressure transducer in fact because based on regulated value perform the control to metering units and and then control to the fuel quantity guided to oil rail, described regulated value is determined according to pre-control.
In the method being used for running internal combustion engine proposed, based on, in the design of modulated operation utilizing pressure accumulating tube pressure transducer, can ensure that at least one emergent driving functions when pressure accumulating tube pressure transducer lost efficacy.Utilize the easy coupling of software function and utilize the correction function through study, it is possible to achieve the significantly improved oil rail Stress control when not having pressure accumulating tube pressure transducer, and and then achieving the improvement of driving performance.
Therefore, in check operation is switched to when pressure accumulating tube pressure transducer lost efficacy from modulated operation.This represents, the fuel quantity being provided in oil supply rail by metering units is no longer based on the signal of pressure accumulating tube pressure transducer and regulates, but is controlled.Determine a kind of regulated value for this, this regulated value is based on pre-control and gets off to determine in the situation of that be considered as correction function, adaptive metering curve (AMC:AdaptiveMeteringCurve) if desired.Idle running can also additionally consider auxiliary pre-control.At this, idle running actuator can send a kind of signal, and this signal is used for controlling metering units.
AMC is typically learnt in metering units during trouble-free operation, and and then is typically also matched constantly.AMC considers specified system requirements (specified physics pre-control) and the volume flow between the regulated value regulating run duration metering units is poor.
Further advantage and the design of the present invention is obtained by specification and drawings.
Certainly, without departing from the scope of the invention, feature mentioned above and that hereafter will describe can not only use with the combination provided respectively, and can combine with other or use individually.
Fig. 1 illustrates the flow chart of the embodiment of described method.
Fig. 2 illustrates a kind of embodiment of described layout.
The embodiment schematic description present invention in reference to the accompanying drawings, and it is described in detail with reference to the attached drawings the present invention subsequently.
A kind of embodiment of proposed method is illustrated in FIG according to flow chart.At this, described flow process is divided into four parts, i.e. part A10, part B12, part C14 and part D16.Described illustrate, when pressure accumulating tube pressure transducer lost efficacy must from modulated operation switch in check operation, find out the regulated value for metering units (MPROP).
Part A10 illustrates switch 20, has utilized switch can switch between specified physics pre-control 22 and minimal physical pre-control 24.
In part B12, if there is adaptive metering curve, then utilize the instruction of the metering curve (AMC) 30 of adaptation to be worth value of calculation (Lernwert) in other words and be corrected.
In part C14, it may be considered that pump tolerance 40, especially in accordance with whether AMC30 is learnt.
In part D16, being provided with switch 50, when internal combustion engine is arranged in idle running 54, described switch can turn on a kind of auxiliary pre-control 52.The adjustable parameter 58 for controlling metering units has been drawn at outfan 56 place.
It is known that by controlling oil rail pressure power, the continuation that pressure accumulating tube pressure transducer realizes motor vehicles can not had in this case to travel when there is no pressure transducer.
But now occur in that following two problems:
1. driving performance is relevant to system tolerance significantly, say, that relevant to the tolerance of the controlled quentity controlled variable of ejector and the tolerance of leakage rate, the tolerance of emitted dose and pump characteristic curve and controller.
2. it is important to note that in idle running oil rail Stress control be insufficient because idle running actuator get involved.In properly functioning, oil rail pressure power still reaches a stable point, despite the presence of the integrated behavior that the metering units (MPROP) of high-pressure pump is controlled, because while oil rail pressure power find out as controller remain unchanged, but when the oily rail pressure power in pressure reservoir or oil rail increases or reduces, emitted dose increases or reduces.In idle running, the reaction of idle running actuator is contrary with the change of this emitted dose.
First problem is made following reaction:
1. the pre-control 22 or 24 of the physics in use part A10.
2. find out minimum system requirements, in order to would rather guide very few rather than too much to oil rail.Same if the pre-control of physics is by specified system requirements find out maximum system requirements, it is possible to find out minimum system requirements.This carries out when more desirable stall rather than too much emitted dose.This point is implemented in part A10.
Specified pre-control can be understood as at this finds out volume flow demand in the way of calculating, and high-pressure pump must provide for this volume flow demand oil supply rail.Emitted dose and rotating speed is there is known at this.Therefore volume flow can be calculated.The controlled quentity controlled variable of ejector can be calculated, say, that for the amount handled, namely open and close by emitted dose.Can also be that specified system measures injector leakage amount, and store in the controller with the form of characteristic family.
Emitted dose, controlled quentity controlled variable and injector leakage amount are known, and have certain tolerance.This tolerance is considered, in order to by calculating the volume flow demand finding out the system with minimum essential requirement as minimum pre-control when calculating.
In principle, described pre-control depends on emitted dose, and described emitted dose depends on again engine speed, and therefore people can estimate, it is necessary to taken to by how many fuel in oil rail.
3. use the correction by means of AMC30, in order to reduce the impact of component tolerances.For that purpose it is necessary to understand AMC-to instruct tolerance.This implements in part B12.
4. reduce the pump requirement of the known tolerance to pump characteristic curve or pump tolerance 40, in order to again would rather carry very few rather than cross up in oil rail.This implements in part C14.
About Second Problem, it is possible to according to emitted dose in idle running 54 plus extra pre-control 52.When emitted dose is decreased below normal idle running demand by the actuator that dallies, this represents, oil rail pressure power is too much higher than what expection and pump provided.When emitted dose increases, this auxiliary pre-control must reduce pump offer amount, and vice versa.This realizes in part D16.
Obtaining a value at outfan 56 place, it is directly used as the regulated value 58 for metering units.Part A10 to D16 can check independently of one another, analyzes and use.First switch 20 and pump tolerance 40 can be programmed (bedated) when considering the safety regulation of maker by data.
In the method proposed, in a kind of design, when having identified that the inefficacy of pressure accumulating tube pressure transducer, from modulated mode transition in check pattern.In the event of a failure, the regulated value of metering units should from actuator initial value step to the outfan 56 shown in Fig. 1.In order to avoid the jump in oil rail pressure power, it is possible to so initialize starting on hill value (Rampenstartwert) so that the regulated value of metering units does not cause jump.Therefore, starting on hill value can deduct the value 58(at outfan 56 place without P share corresponding to last actuator initial value).Slope output is added on outfan 56, and is decreased to 0 step by step 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 is probably false.
Having illustrated pressure reservoir or the oil rail 80 of internal combustion engine in Fig. 2, wherein fuel is under pressure, and fuel can pass through first injection valve the 82, second injection valve the 84, the 3rd injection valve 86 and the 4th injection valve 88 sprays to combustor, for instance in the cylinder of internal combustion engine.In order to simplify diagram, Fig. 2 only shows in detail the 3rd injection valve 86.
Being provided with pressure accumulating tube pressure transducer 90 on this external oil rail 80, 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 3rd signal 98 of bent axle 100, the 4th signal 102 of camshaft 104 and other signal 106 of other sensor, this signal 92 enters in controller 120.This controller 120 controls the executor of setting by the first outfan 122, controlling injection valve 82 to 88 by the second outfan 124 and controlled the metering units 130 of high-pressure pump 132 by the 3rd outfan 126, fuel 146 is delivered to oil rail 80 by circuit 134 by described high-pressure pump.
Additionally, diagram also show fuel filter 140, test valve 142 and fuel tank 144, fuel 146 is arranged in fuel tank.Additionally, be also provided with electricity pre-fed pump 150 and prefilter 152 in fuel tank 144.
Therefore, in failure-free operation, pressure accumulating tube pressure transducer 90 provides signal 92, and this signal is for regulating metering units 130 and and then being exported the fuel to oil rail for regulating by high-pressure pump 132.If pressure accumulating tube pressure transducer 90 lost efficacy, then being calculated a value by controller 120, as setting forth in conjunction with Fig. 1, this value controls the regulated value of metering units with acting on.

Claims (8)

1. the method for running the internal combustion engine with common rail memory-type direct-injection, direct fuel in oil rail (80) by means of high-pressure pump (132) in the process, wherein said high-pressure pump (132) is manipulated by metering units (130), described metering units receives regulated value (58) for this, described regulated value is based on pre-control (22, 24) determine, thus described metering units (130) is controlled and and then control described oil rail pressure power, wherein, it is primarily based on adjustment and determines the regulated value (58) for described metering units (130), based on the pressure monitored in described oil rail (80) pressure accumulating tube pressure transducer (90) signal and when described pressure accumulating tube pressure transducer (90) was lost efficacy, the described metering units of control (130) is transitted to from regulating described metering units (130).
2. method according to claim 1, is wherein transitting in control from the adjustment of described metering units (130), so initializes starting on hill value so that the regulated value (58) of described metering units (130) does not carry out step.
3. method according to claim 1, wherein considers adaptive experiment curv (30) when determining regulated value (58).
4. method according to claim 3, wherein at the experiment curv (30) utilizing pressure accumulating tube pressure transducer (90) run duration to learn described adaptation.
5. method according to claim 1, wherein considers a kind of extra pre-control (52) in idle running (54) when determining regulated value (58).
6. method according to claim 5, wherein idle running actuator sends a signal, and described signal is considered for determining described regulated value (58).
7. method according to claim 1, wherein considers pump tolerance (40) when determining regulated value (58).
8. the layout being used for running the internal combustion engine with common rail memory-type direct-injection, described layout is provided with high-pressure pump (132) for importing in oil rail (80) by fuel (146), it is provided with metering units (130), described metering units is for manipulating described high-pressure pump (132) based on regulated value (58), wherein said layout is so designed that, make it possible to based on pre-control (22, 24) described regulated value (58) is determined, wherein, it is primarily based on adjustment and determines the regulated value (58) for described metering units (130), based on the pressure monitored in described oil rail (80) pressure accumulating tube pressure transducer (90) signal and when described pressure accumulating tube pressure transducer (90) was lost efficacy, the described metering units of control (130) is transitted to from regulating described metering units (130).
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 CN103562532A (en) 2014-02-05
CN103562532B true 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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DE102013214910A1 (en) 2013-07-30 2015-02-05 Robert Bosch Gmbh Method for operating an internal combustion engine with accumulator injection
DE102015204397B4 (en) * 2015-03-11 2017-06-08 Continental Automotive Gmbh Method for determining a characteristic point of the lifting movement of a closure element of an injector and injection system
US9970379B2 (en) * 2016-02-29 2018-05-15 Ford Global Technologies, Llc Methods and systems for fuel rail pressure relief
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
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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WO2002075140A1 (en) * 2001-03-16 2002-09-26 Robert Bosch Gmbh Method for operating an internal combustion engine using a fuel apportioning system
JP2005155561A (en) * 2003-11-28 2005-06-16 Denso Corp Fuel injection device for internal combustion engine
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
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

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EP2715095A2 (en) 2014-04-09
DE102011076258A1 (en) 2012-11-29
WO2012159841A2 (en) 2012-11-29
KR20140035915A (en) 2014-03-24
KR101858785B1 (en) 2018-06-28
WO2012159841A3 (en) 2013-01-31
CN103562532A (en) 2014-02-05

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