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WO2018188869A1 - Injection de carburant présentant un retour de carburant réduit - Google Patents

Injection de carburant présentant un retour de carburant réduit Download PDF

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Publication number
WO2018188869A1
WO2018188869A1 PCT/EP2018/056195 EP2018056195W WO2018188869A1 WO 2018188869 A1 WO2018188869 A1 WO 2018188869A1 EP 2018056195 W EP2018056195 W EP 2018056195W WO 2018188869 A1 WO2018188869 A1 WO 2018188869A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
fuel
load
reservoir
internal combustion
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.)
Ceased
Application number
PCT/EP2018/056195
Other languages
German (de)
English (en)
Inventor
Anton Siemens
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
Priority to CN201880024314.1A priority Critical patent/CN110520617B/zh
Publication of WO2018188869A1 publication Critical patent/WO2018188869A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • 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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • 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
    • 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
    • F02D2200/0606—Fuel temperature
    • 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
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • 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
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures

Definitions

  • the present invention relates to a method for operating a
  • Fuel injection system in which the fuel is stored in a high-pressure reservoir with variable pressure.
  • the fuel for example diesel fuel or liquefied natural gas (LNG)
  • LNG liquefied natural gas
  • This high-pressure reservoir usually feeds a plurality of injectors, which inject the fuel into the combustion chambers of the individual cylinders of the internal combustion engine.
  • injectors are known for example from US 6,024,064 A.
  • the required injection quantity q per injection cycle depends on the
  • Load request L of the internal combustion engine If the load request L decreases, less fuel is needed. With a sharp decline in the load request L of the internal combustion engine
  • the amount of fuel can not be reduced only by shortening the injection duration, but it must be additionally reduced the pressure p in the high-pressure reservoir. Regardless, the combustion characteristics for one and the same amount of fuel also depend on the pressure p at which the fuel is supplied to the injectors.
  • the Energy which was spent for its compression to the high pressure level, stored in the form of heat.
  • the temperature of the compressed fuel is determined by the heat exchange with its immediate environment (eg, rail body, pipes, engine compartment).
  • Fuel temperature depends, and suggests to reduce the temperature of the recycled fuel by increasing the flow rate.
  • the energy initially used for the compression of the fuel and converted into heat during the return is generally not usable for the propulsion of the vehicle, thus effectively lost.
  • the injection system developed for an internal combustion engine.
  • the injection system includes a high pressure reservoir for one or more fuels.
  • the desired pressure ps in the high pressure reservoir is tracked according to at least one characteristic map of the load request L of the internal combustion engine. To reduce the actual pressure p in the high pressure reservoir excess fuel from the
  • the fuel can for example be returned to a reservoir, optionally between the high-pressure reservoir and the
  • Reservoir still an intermediate container as a buffer, for controlling the temperature of the fuel before the return feed or as a collection point for
  • At least a subset of the fuel can also be fed, for example, to an intermediate pressure level between a prefeed pump and the high-pressure reservoir
  • the map may indicate the required injection quantity q per injection cycle for each load request L.
  • the required setpoint pressure ps can be determined, or at least limited.
  • the minimum injection duration is limited by the minimum pulse duration with which the injectors can be controlled.
  • the maximum injection duration is limited depending on the speed of the internal combustion engine characterized in that the injection in one
  • the maps can in particular to the lowest possible
  • the setpoint pressure ps in the high-pressure reservoir is increased relative to the value ⁇ provided according to the characteristic diagram for this point of operation, at least for a temporary drop in the load requirement L to an operating point with a lower load.
  • a temporary drop in the load requirement L is understood in particular to be a drop which is very likely to be compensated in whole or in part as soon as an increase in the load requirement L occurs.
  • the reduced heat input into the reservoir has especially at
  • LNG liquefied natural gas
  • Ambient temperature liquid Ambient temperature liquid.
  • a heat input into the reservoir can therefore lead to evaporation and displacement of the boiling point. This can lead to an overpressure in the reservoir and in the final analysis to the safety-related discharge of the gas into the environment. This can create an explosive atmosphere in enclosed spaces such as parking garages.
  • the main component of unburned natural gas is unburned natural gas
  • Methane which is much more greenhouse-active than CO2. For this reason, LNG reservoirs are required to be at least as well insulated as to allow for a predetermined hold time between two runs without draining gas.
  • the reduction of additional heat input by the return of fuel has the consequence that this requirement can be achieved with a less strong insulation of the LNG reservoir, and / or that a longer dwell time between two trips is possible.
  • Fuel cutoff no fuel is injected.
  • An example of a temporary decrease in the load request L are shifts of vehicle transmissions. Any such switching operation requires interrupting power transmission from the engine for about 0.5-1 second. Especially when upshifting during a
  • the advantageous effects of the invention are in principle also not bound to which fuel is used concretely for the operation of the internal combustion engine. Basically, regardless of where in the fuel supply system, the fuel from the high-pressure reservoir is expanded and which fuel is in the
  • Fuel supply system as a whole added additional heat. This follows from the principle of energy conservation. The fuel type only affects how large this heat input is and how much heat input can be tolerated during operation of the vehicle.
  • the invention can equally be used on monovalent internal combustion engines which are operated, for example, with diesel fuel or liquefied natural gas (LNG), as well as on bivalent (dual-fuel) internal combustion engines, which can be operated selectively with one of these fuels.
  • LNG liquefied natural gas
  • bivalent internal combustion engines promises special advantages, especially in the conversion from monovalent operation with diesel fuel to bivalent operation with diesel fuel or LNG.
  • the advantages of operating with LNG available only at the price that LNG is particularly sensitive to heating by recirculated fuel.
  • the invention significantly reduces this price.
  • the desired pressure Ps is maintained at least at a predetermined base level PB, which is higher than that according to the map for the idling of the internal combustion engine
  • High pressure reservoir, and / or the return plate to reduce this pressure p be designed so that it is given a time rate of change dp / dt for the pressure p as a manipulated variable.
  • the actuator internally opens a valve just enough to set the predefined rate of change dp / dt.
  • the temporal rate of change dp / dt can then be limited by the relevant, the controller supplied control variable is limited.
  • the optimum setpoint ⁇ for the pressure in the high-pressure reservoir also changes over time according to the characteristic map.
  • the final desired pressure ps can be formed, for example, by time damping, smoothing, filtering and / or asymptotic weighting.
  • the desired pressure ps can also be calculated from substitute value maps. Also, for example, a falling edge of ⁇ ( ⁇ ) delayed by a delay element to strike the desired pressure ps.
  • Load request L scored Just a disengagement is basically a temporary state, regardless of whether this is done by pressing a clutch pedal or automated.
  • the request for a switching operation by an automated transmission as a temporary drop in the load requirement L is evaluated.
  • automated transmission encompasses any transmission in which the shifting process is automated to such an extent that a clutch pedal in the vehicle is dispensable, ie both fully automatic transmissions and automated transmissions
  • the engine control unit then knows in advance that the following brief interruption of the
  • a drop in the load requirement L is considered to be temporary if its magnitude change rate dL / dt exceeds a predetermined threshold AL.
  • dL / dt exceeds a predetermined threshold AL.
  • Waste of the load requirement L initially rated as temporary The waste is not considered to be temporary until the load request L has remained below a threshold value Ls for a predetermined period of time, when the target injection quantity q falls below a predetermined threshold value qs, and / or when a driver request f is at the lower operating point Load corresponds.
  • a temporary drop in the load requirement L occurs much more frequently than a change in the driver's request f.
  • the time-cumulative behavior of the internal combustion engine is particularly important with regard to the emission behavior.
  • Time unit or per route is consumed as at higher load, so that an increase in emissions at low load at least partially relative.
  • Load request L for example, the evaluation and logical combination of a driver's request f (corresponds to the accelerator pedal position), the load request L by the vehicle after a gear engagement, and / or statistical data from the immediate operating point history are used. Furthermore, parameters of the current operating point, such as the speed of the internal combustion engine and the vehicle speed v, can be used.
  • the extent to which the desired pressure ps is changed from the characteristic ⁇ provided in the map can advantageously be made dependent on how annoying a return of heated fuel would currently have on the fuel system.
  • this extent for example, of a state variable xi of the reservoir (such as level, pressure and / or temperature), of a state quantity X2 of the by the
  • the said extent can manifest itself, for example, in a print offset, in a maximum pressure drop rate and / or in a filter time constant.
  • This or another quantity which is a quantitative measure for the departure from the pressure values ⁇ proposed by the characteristic map, can be calculated, for example, to the original desired pressure ps, to the load request L, to the requested injection quantity q, to information of the gas pedal, of the transmission or the clutch, to the vehicle speed v, or else to rates of change and / or derivatives of these signals.
  • the rate limitation ie the limitation of the maximum and / or minimum rate of change dps / dt of the desired pressure ps, the restriction of the maximum and / or minimum rate of change dp / dt of the actual pressure p, and / or the limitation of the maximum rates of change relevant control values or control signals, as a dependent of the target injection quantity q characteristic are stored in the control unit.
  • the trade-off between minimizing the amount of recirculated fuel by prolonging the modified desired pressure ps on the one hand and the approach to normal operation by faster decompression on the other hand can then be set.
  • a temporal Control of the measure for example via a temporally ramped filter time constant, may also be useful.
  • the switching on and off of the interventions in the desired pressure ps, or in the course of time, for example, can be continuous (without jumps).
  • the interventions can be done, for example, with timed or
  • the method can be implemented in particular on an engine control unit.
  • the control unit itself nor the associated sensors or actuators of the internal combustion engine must be changed.
  • the method may be in a pure update of the software for the
  • Engine control unit to be embodied, which is an independently salable product also for the aftermarket. Therefore, the invention also relates to a computer program product with machine-readable instructions which, when executed by a computer and / or a controller, cause the computer and / or the controller to perform a method according to the invention.
  • Figure 1 Exemplary realization of the method 100 on a
  • Injection system 1 for an internal combustion engine 2
  • FIG. 1 Time course of the pressure p in the high-pressure reservoir 11, the target injection quantity q and the vehicle speed v in an exemplary acceleration process.
  • the injection system 1 comprises a high-pressure reservoir 11, which is supplied with fuel 3 via a high-pressure pump 12 from a reservoir 13. A pre-feed pump required for the operation of many high-pressure pumps 12 is not shown for clarity.
  • Via a feed plate 14, the pressure p of the fuel 3 in the high-pressure reservoir 11 is increased to the desired pressure Ps. If the setpoint pressure ps decreases, an excess quantity 31 of fuel 3 from the high-pressure reservoir 11 is diverted via a return plate 15 and expanded in step 99 of the method 100 by being returned to the reservoir 13.
  • the fuel 3 is supplied to an injector 17 and injected from this injector 17 into a cylinder 22 of the internal combustion engine 2.
  • the combustion of the fuel 3 in the cylinder 22 drives a piston 21, which is connected via a connecting rod 23 and a crank pin 24 with a crankshaft 25 and the crankshaft 25 in a rotational movement.
  • the crankshaft 25 is connected via a clutch 26 to an automatic transmission 27. The generated by the internal combustion engine 2
  • Torque m counteracts the mechanical load request L and drives the vehicle.
  • High-pressure reservoir 11 to be set pressure at which the combustion of the fuel 3 is most efficient and in which the emission of
  • This value ⁇ is modified in step 110 of the method 100 to the desired pressure ps, which is finally communicated to the injection system 1, when the load request L to a
  • Operating point 29 drops with low load or such a waste is imminent.
  • decoupling 26a is interpreted as a signal that the drop in the load request L has a temporary character.
  • a shift request 27a of the automatic transmission 27 is also evaluated as such a signal.
  • a drop in the load request L is considered to be temporary when its absolute change rate dL / dt exceeds a predetermined threshold value AL.
  • substep 116 by comparing the time lapse L (t) of the load request with a threshold value
  • Figure 2 shows the course of the vehicle speed v, the requested target injection quantity q, which is a measure of the load request L, and the pressure p in the high-pressure reservoir 11 as a function of time t based on an exemplary ride.
  • This journey is subdivided into a first acceleration phase I, a stationary phase II and a second acceleration phase III.
  • Regarding the Pressure p are entered for comparison of the proposed by map 16 target pressure ⁇ and two examples ps, i and ps, 2 for a modified setpoint pressure ps in the same diagram.
  • the first acceleration phase I is briefly interrupted by two switching phases a and b. Since the transmission of power to the transmission 27 has to be interrupted for a short time, in each case the load requirement, and thus the set injection quantity q, drops to zero. Accordingly, according to the proposal ⁇ of the map 16 of the target pressure in about the except for
  • the modified desired pressure ps according to both examples ps, i and ps, 2 is in each case significantly higher.
  • the example ps, i sets primarily on a limitation of the rate of change dps / dt of the setpoint pressure ps, while the example ps, 2 limits especially the rate of degradation dp / dt of the actual pressure p.
  • the target pressure pS is additionally maintained at least at a base pressure PB, that is, the idle pressure pu_ is de facto raised to the level PB.
  • the second acceleration phase III contains a further switching phase c, in which the load request L drops for a short time and accordingly the modified desired pressure control is rightly reactivated.

Landscapes

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

Abstract

L'invention concerne un procédé (100) pour faire fonctionner un système d'injection (1) pour un moteur à combustion interne (2), ce système d'injection (1) comprenant un réservoir haute pression (11) pour un ou plusieurs carburants (3), et la pression théorique (ps) dans ce réservoir haute pression (11) étant ajustée selon au moins une cartographie (16) de la demande de charge (L) du moteur à combustion interne (2). Pour faire baisser la pression réelle (p) dans le réservoir haute pression (11), l'excès de carburant (3, 31) est libéré du réservoir haute pression (11). Au moins en cas de chute temporaire de la demande de charge (L) à un point de fonctionnement (29) présentant une charge inférieure, la pression théorique (ps) est augmentée (110, 110a-110c) dans le réservoir haute pression (11) par rapport à la valeur (ρκ) prévue pour ce point de fonctionnement (29) conformément à la cartographie (16). Cette invention se rapporte en outre à un produit-programme informatique correspondant.
PCT/EP2018/056195 2017-04-10 2018-03-13 Injection de carburant présentant un retour de carburant réduit Ceased WO2018188869A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201880024314.1A CN110520617B (zh) 2017-04-10 2018-03-13 具有减小的回流量的燃料喷射

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017206084.0 2017-04-10
DE102017206084.0A DE102017206084A1 (de) 2017-04-10 2017-04-10 Kraftstoffeinspritzung mit verminderter Rücklaufmenge

Publications (1)

Publication Number Publication Date
WO2018188869A1 true WO2018188869A1 (fr) 2018-10-18

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/056195 Ceased WO2018188869A1 (fr) 2017-04-10 2018-03-13 Injection de carburant présentant un retour de carburant réduit

Country Status (3)

Country Link
CN (1) CN110520617B (fr)
DE (1) DE102017206084A1 (fr)
WO (1) WO2018188869A1 (fr)

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DE102020111451A1 (de) 2020-04-27 2021-10-28 Daimler Ag Tankeinrichtung für ein Kraftfahrzeug, insbesondere für ein Nutzfahrzeug

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