Method for injecting fuel into the combustion chambers of an air-compressing, self-igniting internal combustion engine

• US 6,073,608 A
• Filed: 10/19/1998
• Issued: 06/13/2000
• Est. Priority Date: 10/25/1997
• Status: Expired due to Term

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Haerle, Heribert, Krieger, Klaus, Grieshaber, Hermann
• Primary Examiner(s): Kwon, John
• Application Number:
  US09/174,546
• Time in Patent Office: 603 Days
• Field of Search: 123/299, 123/300
• US Class Current: 123/299
• CPC Class Codes: F01N 2430/085 at least a part of the injection taking place during expansion or exhaust stroke
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: F02D 41/405 with post injections
• CPC Class Codes: F02M 45/02 with each cyclic delivery being separated into two or more parts
• CPC Class Codes: F02M 63/0225 Fuel-injection apparatus having a common rail feeding several injectors F02M63/0003 takes precedence; Means for varying pressure in common rails; Pumps feeding common rails
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A method and apparatus for injecting fuel into combustion chambers of an internal combustion engine, in which the total injection quantity for the engine is split into a main injection quantity and a small postinjection quantity, the latter being closely coupled to the end of the main injection quantity and being injected with the same fuel pressure as the main injection quantity. This reduces soot emissions at otherwise identical engine operating parameters. Because of the interaction among soot emissions, NO_x emissions and specific consumption, the postinjection, while soot and NO_x emissions are kept the same, can also be employed to lower the specific consumption of the engine.

Claims

1. A fuel injection system for air-compressing, self-igniting internal combustion engines, comprising a high-pressure fuel reservoir (1) constantly supplied by a high-pressure pump (2, 2'"'"'), electrically controlled fuel injection valves (5, 5'"'"', 5") connected to the high-pressure fuel reservoir, said control valves are controlled by an electric control unit, the pressure of the high-pressure fuel reservoir is monitored by a pressure sensor (7), control signals from said pressure sensor (7) are received by the control unit (8), and depending upon the result of comparison with set-point values that are stored in a performance graph (9), an intervention into control elements (11, 12, 14) used for setting the pressure of the high-pressure fuel reservoir (1) is made by the control unit;

that furthermore as a function of crankshaft angles specified in the performance graph, the injection onset and the end of the main injection and additionally the injection onset and end of a postinjection is controlled by the control unit, and as a function of operating parameters as well as a desired torque output by the engine, the main injection quantity and, corresponding to this quantity and to parameters defined in the performance graph, the onset and quantity of the postinjection are controlled.

9. The method according to claim 1, in which the onset of the postinjection is controlled as a function of a location of the end of the main injection, and the postinjection quantity is controlled by means of an electric control unit, which takes the requisite control values for the postinjection for the various engine operating points, in accordance with varying operating parameters, from a performance graph formed in an optimizing operation.

10. The method according to claim 9, in which the performance graph of the postinjection quantity and the injection instants for the postinjection, which are fixed by the closure of the injection valves at an end of the respective main injection, in the engine operating field is detected with the aid of sensors that detect the opening and closing signals of the injection valves, with regard to the soot emissions that then occur in the engine exhaust gas, and is defined in the performance graph in optimizing fashion for the particular engine at the various operating points and operating parameters.

11. The method according to claim 9, in which in the optimizing operation, to attain the lowest possible fuel consumption while adhering to the allowable NO_x proportion and the allowable soot content, the injection pressure of the fuel in the high-pressure fuel reservoir is reduced.

2. A method for injecting fuel into combustion chambers of an air-compressing, self-igniting internal combustion engine, which comprises injecting a quantity of fuel by means of a main injection into a combustion chamber, after said main injection, injecting fuel via a post injection into the same combustion chamber of the engine, providing a high pressure pump feeding permanently fuel under high pressure into a high pressure fuel reservoir which is connected with at least one electrically controlled injection valve by which said main injection as well as the post injection is injected, providing means to insure that the injection pressure of the main injection and the post injection are the same, electrically controlling the opening and closing events of said injection valve for metering said main and post injection quantities of fuel, and effecting the opening event of the injection valve for the post injection after the closing event of said injection valve for termination of the main injection.

3. The method according to claim 2, further including providing means for calculating the total injection quantity to be injected per working stroke into a cylinder of said combustion engine as the sum of the quantity of said main injection and the quantity of said postinjection together, both said quantities to be burned in said working space.

4. The method according to claim 3, further including providing that the onset of the post injection immediately joins the end of the main injection.

5. The method according to claim 4, in which the quantity of the postinjection is controlled as a function of engine operating parameters and varies with an operating point of the engine.

6. The method according to claim 5, in which the onset of the postinjection is controlled as a function of a location of the end of the main injection, and the postinjection quantity is controlled by means of an electric control unit, which takes the requisite control values for the postinjection for the various engine operating points, in accordance with varying operating parameters, from a performance graph formed in an optimizing operation.

7. The method according to claim 3, in which the onset of the postinjection is controlled as a function of a location of the end of the main injection, and the postinjection quantity is controlled by means of an electric control unit, which takes the requisite control values for the postinjection for the various engine operating points, in accordance with varying operating parameters, from a performance graph formed in an optimizing operation.

8. The method according to claim 4, in which the onset of the postinjection is controlled as a function of a location of the end of the main injection, and the postinjection quantity is controlled by means of an electric control unit, which takes the requisite control values for the postinjection for the various engine operating points, in accordance with varying operating parameters, from a performance graph formed in an optimizing operation.

12. The method according to claim 2, in which the operation of the engine with postinjection occurs only above a certain engine load.

13. The method according to claim 12, in which the engine load beyond which the engine is operated with postinjection is determined in that upon the optimization of the quantity of the postinjection, beyond that load of the engine, a reduction in the proportional soot in the exhaust gas ensues.

14. The method according to claim 13, in which the quantity of the postinjection is optimized in conjunction with an optimization of a specific consumption, soot emissions, and NO_x emissions as a function of the injection onset of the main injection and of the injection pressure that is set in the high-pressure fuel reservoir.

15. The method according to claim 13, in which the postinjection, ensues beyond a lower load point of the engine that is between 10 and 25% and preferably is 25% of the full load as the engine load increases.

16. The method according to claim 13, in which the performance graph of the postinjection quantity and the injection instants for the postinjection, which are fixed by the closure of the injection valves at an end of the respective main injection, in the engine operating field is detected with the aid of sensors that detect the opening and closing signals of the injection valves, with regard to the soot emissions that then occur in the engine exhaust gas, and is defined in the performance graph in optimizing fashion for the particular engine at the various operating points and operating parameters.

17. The method according to claim 14, in which the postinjection, ensues beyond a lower load point of the engine that is between 10 and 25% and preferably is 25% of the full load as the engine load increases.

18. The method according to claim 14, in which the performance graph of the postinjection quantity and the injection instants for the postinjection, which are fixed by the closure of the injection valves at an end of the respective main injection, in the engine operating field is detected with the aid of sensors that detect the opening and closing signals of the injection valves, with regard to the soot emissions that then occur in the engine exhaust gas, and is defined in the performance graph in optimizing fashion for the particular engine at the various operating points and operating parameters.

19. The method according to claim 15, in which the performance graph of the postinjection quantity and the injection instants for the postinjection, which are fixed by the closure of the injection valves at an end of the respective main injection, in the engine operating field is detected with the aid of sensors that detect the opening and closing signals of the injection valves, with regard to the soot emissions that then occur in the engine exhaust gas, and is defined in the performance graph in optimizing fashion for the particular engine at the various operating points and operating parameters.

20. The method according to claim 2, in which in addition to the main injection and postinjection, the engine is operated with preinjection, and the optimized values of the injection pressure, injection onset of the main injection, postinjection quantity, injection onset of the preinjection, and the preinjection quantity are stored in a performance graph, which are processed by the electronic control unit to control the injection system and are converted into control signals for varying the aforementioned values during engine operation.