• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method for operating an internal combustion engine having multiple cylinders (2), wherein the internal combustion engine comprises at least one fuel injector (6) for each cylinder, and wherein each fuel injector is activated for opening and closing via a solenoid valve of the respective fuel injector. Commencing with the activation of the respective fuel injector (6) for opening, structure-borne sound waves emitted by the fuel injector (6) over the time are detected by measurement. A structure-borne sound wave signal detected by measurement over the time is evaluated in such a manner that dependent on the amount of at least one maximum of the structure-borne sound wave signal and/or dependent on the number of the maximums of the structure-borne sound wave signal and/or in the presence of multiple maximums dependent on the time sequence and/or on the amount of the maximums, an operating state of the respective fuel injector (6) is deduced.
    公开号:FI20205015A1
    申请号:FI20205015
    申请日:2020-01-09
    公开日:2020-07-17
    发明作者:Armin Weber；Martin Karg
    申请人:Man Energy Solutions Se；
    IPC主号:
    专利说明:

    1/17 EM 12174 MAN Diesel & Turbo SEMETHOD AND CONTROL DEVICE FOR OPERATING AN INTERNAL
    COMBUSTION ENGINE The invention relates to a method for operating an internal combustion engine and to a control device for carrying out the method. An internal combustion engine comprises multiple cylinders. In the region of each cylinder at least one fuel injector is installed. The fuel injectors are activatable for opening and closing namely by way of solenoid valves of the fuel injectors, which are supplied with a corresponding activation current. The fuel injectors can be fuel injectors for diesel fuels such as heavy fuel oil or residual oil or fuel injectors for gas fuels. Fuel injectors are also referred to as fuel injection valves.
    Dual fuel engines known from the prior art have three fuel injectors for each cylinder, namely a main fuel injector for diesel fuels, via which in a first operating mode, which is also referred to as diesel operating mode, combustible diesel fuel is introduced into the cylinders, and a gas fuel injector and an ignition fluid fuel injector, wherein in a second operating mode, which is also referred to as gas operating mode, a mixture of charge air and gas fuel which is typically o incombustible is provided via the gas fuel injector, which can be ignited by way of N ignition fluid, which is introduced in the second operating mode into the respective O cylinders via the ignition fluid fuel injector. There, the diesel fuel serves as ignition 3 25 fluid. Since in the second operating mode relatively small quantities of diesel fuel E have to be introduced into the respective cylinder and main fuel injectors are not LO typically designed for providing such small fuel quantities, it is typically required 3 according to the prior art, to install separate ignition fluid fuel injectors on a dual S fuel engine.N
    13.11.2019
    2/17 EM 12174 Since the provision of a separate ignition fluid injector reguires additional components and additional installation space, endeavours are known from practice to utilise the main fuel injector in the second operating mode for introducing small guantities of the ignition fluid. There it is then of decisive importance to monitor the exact small injection quantities into the cylinder in the second operating mode. Only in particular when in the second operating mode the ignition fluid can be highly-accurately introduced into the respective cylinder is it possible to adhere to the emission standards.
    Thus, when a main fuel injector is utilised in order to introduce, on the one hand, relatively much diesel fuel in the first operating mode and, on the other hand, introduce relatively little diesel fuel as ignition fluid into a cylinder in the second operating mode, the monitoring and determining of the relevant operating mode or of the relevant operating state of the respective fuel injector is important.
    Similar tasks exist also with pure diesel internal combustion engines, in which exclusively diesel fuel is combusted. Accordingly it is already known from practice to introduce, in addition to a main injection, in which relatively much diesel fuel is introduced into the cylinders of a diesel internal combustion engine, to introduce a relatively small fuel quantity into the respective cylinder via a pre-injection and/or post-injection. In this case, the main fuel injector also serves for introducing a relatively large fuel quantity during the main injection and introducing a relatively o small fuel guantity during a pre-injection and/or post-injection. In this connection it S is then also important to determine the operating state in which the respective fuel 5 25 injector is operated in order to thus ensure that the same injects the fuel with the 2 reguired accuracy into the respective cylinder. j = Starting out from this, the present invention is based on the object of creating a S new type of method for operating an internal combustion engine and a control N 30 device for carrying out the method.
    13.11.2019
    3/17 EM 12174 This object is solved through a method according to Claim 1. According to the invention, structure-borne sound waves emitted by the respective fuel injector are determined by measurement commencing with the activation of therespective fuel injector for opening over the time. A structure-borne sound wave signal detected by measurement over the time is evaluated in such a manner that dependent on the amount of at least one maximum of the structure- borne sound wave signal and/or dependent on the number of the maximums of the structure-borne sound wave signal and/or in the presence of multiple maximums dependent on the time sequence and/or amount of the maximums, an operating mode of the respective fuel injector is deduced. According to the invention it is proposed, upon commencement of the activation of a respective fuel injector, i.e. upon commencement of the energization of the solenoid valve of the same with an activation current, to detect structure-borne sound waves emitted by the respective fuel injector. A structure-born sound wave signal thus detected by measurement is evaluated in a defined manner in order to deduce the operating mode of the respective fuel injector. For this purpose, local maximums in the structure-borne sound wave signal are detected. Dependent on the amount of at least one detected local maximum of the structure-borne sound wave signal and/or dependent on the number of the local maximums of the structure-borne sound wave signal and/or in the presence of multiple local o maximums dependent on the time seguence and/or amount of the local O maximums, the operating mode of the respective fuel injector is deduced. By way 5 25 of this it can be determined in a simple and reliable manner if the fuel injector 2 injects relatively small fuel guantities or relatively large fuel guantities or a medium E guantity of fuel into the cylinder of the internal combustion engine.O
    D IN In particular when, within a defined first period after the commencement of the N 30 activation of the respective fuel injector for opening a first maximum occurs in the structure-borne sound wave signal detected by measurement, whose amount is
    13.11.2019
    4/17 EM 12174 greater than a first limit value, preferentially a first operating state of the respective fuel injector is deduced. The first operating state of the respective fuel injector is an operating state of a small guantity injection of fuel into the respective cylinder. In particular when this operating condition is present, the first operating state of the respective fuel injector can be deduced, i.e. that the same injects small quantities of fuel into the respective cylinder. In particular when in the structure-borne sound wave signal within the defined first period a first maximum occurs whose amount is smaller than the first limit value but greater than a second limit value, and in particular when subsequently no further maximum occurs whose amount is greater than the second limit value, preferentially a second operating state is deduced. In particular when in the structure-borne sound wave signal within the defined first period a first maximum occurs whose amount is smaller than the first limit value but greater than the second limit value, and when subsequently within the defined first period or within a defined second period following the occurrence of the first maximum a second maximum occurs whose amount is in particular greater than the second limit value, the second operating state is deduced. In particular when in the structure- borne sound wave signal within the first period a first maximum occurs whose amount is smaller than the first limit value but greater than the second limit value, and when subseguently a second maximum occurs whose amount is in particular greater than the first limit value, but this second maximum does not occur within the defined first period or not within the defined second period but within a longer, S defined period following the occurrence of the first maximum, the third operating N 25 — state is deduced. Thus, the second or third operating state can be deduced in a simple and reliable manner.
    O = so Preferentially, the third operating state of the respective fuel injector is an 3 operating state of a large quantity injection of fuel into the respective cylinder and O 30 the second of the respective fuel injector an operating state of a medium quantity injection of fuel into the respective cylinder.
    13.11.2019
    5/17 EM 12174 The control device for carrying out the method is defined in Claim 10. Preferred further developments of the invention are obtained from the subclaims and the following description. Exemplary embodiments of the invention are explained in more detail by way of the drawing without being restricted to this. There it shows: Fig. 1 a schematised block diagram of a dual fuel engine; Fig. 2 atime diagram for illustrating the invention.
    The invention relates to a method for operating an internal combustion engine and to a control device for carrying out the method. An internal combustion engine comprises multiple cylinders. In each cylinder of the internal combustion engine fuel is combusted. The fuel is introduced into the respective cylinder by way of a fuel injector. The respective fuel injector comprises a solenoid valve which is activated with an activation current for opening and closing the fuel injector. Depending on how long the solenoid valve is activated with the activation current, either a relatively low fuel quantity or a relatively high fuel quantity is injected into the cylinder.
    S S However, the length of the activation current is not suitable for deducing if and how 5 much fuel is actually injected into the respective cylinder via the respective fuel 2 injector. The reason for this can be for example that a nozzle needle of the = 25 respective fuel injector is jammed. There is thus a need for determining the a LO operating state in which a fuel injector is actually operated in particular when the 3 fuel injector can or is to be utilised both for a small quantity injection of fuel and
    O N also for a large guantity injection of fuel into the respective cylinder.N
    13.11.2019
    6/17 EM 12174 The invention can be utilised both with dual fuel engines and also with diesel internal combustion engines in which a fuel injector is utilised in order to inject different fuel guantities into a cylinder. Accordingly, a fuel injector can be utilised in a dual fuel engine in order to inject relatively much diesel fuel into the respective cylinder in a first operating mode, a so-called liquid fuel operating mode, but inject a relatively small fuel guantity into the cylinder in a second operating mode, in a so-called gas fuel operating mode, which then serves as ignition fluid for igniting a gas-air mixture. A fuel injector can also be utilised with a diesel internal combustion engine in order to inject different fuel guantities into the respective cylinder. Accordingly it is known from diesel internal combustion engines to introduce relatively much diesel fuel during a main injection and relatively little diesel fuel into the respective cylinder during a pre-injection and/or post-injection. The exact injection of the fuel is important in order to adhere to the emission regulations.
    Assemblies of a dual fuel engine 1 are exemplarily shown in Fig. 1. A cylinder 2 of such a dual fuel engine 1 comprises a cylinder head 3. In the cylinder 2, a piston 4, which is guided by a connecting rod 5, moves up and down. Inthe cylinder head 3 a fuel injector 6 is attached, through which combustible fuel, in particular diesel fuel, can be injected into a combustion chamber 9 of the cylinder 2 via a fuel line 7 from a fuel pump 8. The fuel injector 6, the fuel line 7 o and the fuel pump 8 are elements of a feed system. The diesel fuel can be for O example heavy fuel oil. O 25 3 I Furthermore, for combusting the diesel fuel, charge air 10 can be introduced into E the respective cylinder 2 of the dual fuel engine 1 via inlet valves 11, wherein = exhaust gas 12 generated during the combustion of the fuel can be discharged S from the respective cylinder 2 of the dual fuel engine 1 via exhaust valves 13.
    O N 30
    13.11.2019
    7/17 EM 12174 In the combustion chamber 9 of the cylinder 2 of the dual fuel engine 1, a gas fuel can be alternatively combusted in a second operating mode, in a so-called gas operating mode. For this purpose, the dual fuel engine 1 comprises a gas fuel injector 14 via which gas fuel, which is provided by a gas supply line 15, is introduced into the combustion air 10, wherein the gas-air mixture is introduced into the combustion chamber 9 of the cylinder 2 via the inlet valve 11. A combustible ignition fluid, which can be introduced into the combustion chamber 9 of the cylinder 2 with the help of the fuel injector 6 serves for igniting the gas-air — mixture that is incombustible as such in the second operating mode of the dual fuel engine 1. Here, the diesel fuel serves as ignition fluid. Accordingly, the fuel injector 6 can be utilised in the first operating mode and in the second operating mode of the dual fuel engine 1 and is suitable for injecting small — fuel guantities. As already explained above it is important to determine if, via the fuel injector 6, relatively much or relatively little fuel is injected into the respective cylinder 2. The invention following here now proposes a method and a control device with the help of which, in particular with the dual fuel engine 1 shown in Fig. 1, the operating state in which the fuel injector 6 is operated can be determined in order to establish whether small guantities or large guantities or medium guantities of fuel N are injected via the same into the respective cylinder 2.
    N 5 S 25 With the invention present here it is proposed, commencing with the activation of E the respective fuel injector 6 for opening, i.e. commencing with the energization of 10 the solenoid valve of the respective fuel injector 6, to detect by measurement 3 structure-borne sound waves determined from the respective fuel injector over the O time. For this purpose, the respective fuel injector 6 or the cylinder head 3 can be assigned a structure-borne sound wave sensor.
    13.11.2019
    8/17 EM 12174 A structure-borne sound wave signal determined by measurement over the time is evaluated, namely in such a manner that dependent on the amount of at least one maximum of the structure-borne sound wave signals and/or dependent on the number of the maximums of the structure-borne sound wave signals and/or in the presence of multiple maximums dependent on the time sequence and/or the amount of the maximums, the operating mode of the respective fuel injector is deduced. These maximums are so-called local maximums of the respective structure-borne sound wave signals, which can also be referred to as signal peaks. Preferentially, the amount of the respective local maximum and the number of the local maximums as well as the time sequence of the local maximums combined are evaluated in order to deduce the operating mode of the respective fuel injector 6 Further details of the invention are described in the following making reference to the time diagram of Fig. 2. In Fig. 2, signal profiles 20, 21 and 22 of different structure-borne sound wave signals detected by measurement are shown over the timet o At the time tO the activation of the solenoid valve or of the respective fuel injector 6 O for opening takes place. Commencing at the time t0, a measurement signal is then 5 detected namely a measurement signal regarding the structure-borne sound 2 25 waves emitted by the respective fuel injector 6. The curve profiles 20, 21 and 22 I show exemplary structure-borne sound wave signals detected by measurement. aO
    O S The structure-borne sound wave signal corresponds to a state of the respective fuel injector 6 in which the same serves for injecting small quantities of fuel into a
    13.11.2019
    9/17 EM 12174 cylinder, in which thus an operating state of a small guantity injection is present on the fuel injector 6. By contrast, the structure-borne sound wave signal 22 corresponds to an operating state of a large quantity injection of fuel into the respective cylinder, in which the respective fuel injector 6 thus injects much fuel into the respective cylinder. The structure-borne sound wave signal 21 corresponds to a state of the respective fuel injector 6 in which a medium quantity injection of fuel is present, i.e. a quantity which is between a small guantity and a large guantity. All curve profiles 20, 21 and 22 have in common that at the time t1 a maximum is detected which is caused by an opening strike of the solenoid valve of the respective fuel injector 6. This maximum at the time t1 is so low that the same is both smaller than a first limit value G1 and also smaller than a second limit value G2, so that this maximum is not considered further in the following. The signal profile 20 of the small guantity injection is characterized in that within a defined time span At1, after the commencement of the activation of the respective fuel injector for opening, i.e. within a defined first period At1 after the time t0, a o local maximum occurs in the structure-borne sound wave signal detected by N measurement, here at the time t2, whose amount is greater than the first limit 5 value G1. This maximum of the signal profile 20 is referred to as first maximum of S 25 — the signal profile 20. j
    LO o In particular when it is thus determined that within a defined first period At1 S following the commencement of the activation of the fuel injector 6 for opening a N first maximum occurs in the structure-borne sound wave signal detected by measurement, here in the structure-borne sound wave signal 20, occurs whose
    13.11.2019
    10/17 EM 12174 amount is greater than a first limit value G1, the first operating state of the respective fuel injector is deduced, namely an operating state of a small quantity injection of fuel in the respective cylinder.
    In particular when within the defined first period At1 after the commencement of the activation of the respective fuel injector for opening, a local maximum occurs in the structure-borne sound wave signal detected by measurement, whose amount is smaller than the first limit value G1 but greater than the second limit value G2 (see signal profiles 21 and 22), either the second operating state or the third operating state of the respective fuel injector is deduced, i.e. either a large quantity fuel injector or a medium quantity fuel injector into the respective cylinder. This maximum of the signal profiles 21 and 22 is again referred to as first maximum. Dependent on the further evaluation of the respective structure-borne sound wave signal, the second operating state or the third operating state is then deduced.
    In particular when in the structure-borne sound wave signal detected by measurement the first maximum occurs within the defined first period At1, whose amount is smaller than the first limit value G1 and greater than the second limit value G2, but no further maximum occurs in the following, the second operating state of the respective fuel injector is deduced.
    O S The second operating state of the respective fuel injector is likewise deduced in 5 particular when, as shown for the signal profile 21 of Fig. 2, the first maximum S 25 occurs within the first defined period At1 (here at the time t3), whose amount is E smaller than the first limit value G1 but greater than the second limit value G2 and 10 following this within the first defined period At1 or according to Fig. 2 within a 3 defined second period At2 following the occurrence of the first maximum (here at O the time t4), a further or second maximum occurs whose amount is greater than the second limit value G2 and smaller than the first limit value G1.
    13.11.2019
    11/17 EM 12174 Accordingly, when two local maximums are present in the structure-borne sound wave signal both of which are greater than the second limit value G and both of which are smaller than the first limit value G1, and the time interval between these two local maximums (here the time interval between the times t3 and 14) is relatively small or merely a single local maximum is present in the structure-borne sound wave signal whose amount is greater than the limit value G2 and smaller than the limit value G1, the second operating state of the respective fuel injector is accordingly deduced.
    The second operating state of the respective fuel injector 6 is an operating state in which the same is utilised for the medium guantity injection in which a ballistic opening state of the nozzle needle of the respective fuel injector 6 is present.
    — In particular when in the structure-borne sound wave signal (see exemplary signal profile 22) the first maximum occurs within the defined first period At1 (here at the time t3) whose amount is smaller than the first limit value G1 and greater than the second limit value G2, and when in the following a further or second maximum occurs but not within the defined second period At1 and not within the defined second period At2, but within a longer, defined third period At3 (here at the time 15) following the occurrence of the first maximum, the third operating state of the respective fuel injector 6 is deduced, i.e. that for the nozzle needle a full stroke is S present and accordingly the fuel injector 6 is utilised for the large guantity injection N of fuel into the respective cylinder 2. Here, the second maximum of the signal O 25 profile 22, which occurs between the period At3, is greater than the first limit value 3 G1 and greater than the second limit value G2.
    j
    O O In the signal profile 20, which can then be detected when the fuel injector 6 serves N for a small guantity fuel injection, two maximums can accordingly be determined, N 30 namely a maximum at the time t1 and a maximum at the time t2. The maximum that occurs at the time t1 is filtered out since the same is both smaller than the limit
    13.11.2019
    12/17 EM 12174 value G1 and also smaller than the limit value G2. The maximum, which occurs at the time t2 and is greater than the limit value G1, occurs within the first period At1 and is referred to as first maximum, wherein no further maximum occurs in the following.
    In the signal profile 21, which can be detected on the respective fuel injector 6 during a medium quantity injection, a maximum likewise occurs at the time t1 which is again filtered out. At the time t3, namely again within the period At1, a first maximum occurs which is greater than the limit value G2 but smaller than the limit — value G1. Following this, a further maximum occurs in the signal profile 21 at the time t4 which is again greater than the limit value G2 but smaller than the limit value G1, wherein the time t4 in Fig. 2 is within the period At2. In this case, a medium quantity injection of fuel is then deduced.
    — In the signal profile 22, which can be detected in particular when a large quantity injection of fuel takes place, a maximum occurs again at the time t1 which is smaller than the two limit values G1 and G2, which is thus filtered out. At the time t3, the first maximum occurs again which in accordance with the curve profile 21 is greater than the limit value G2, but smaller than the limit value G1. The further maximum in the signal profile 22 only occurs at the time t5, i.e. outside the periods of time At1 and At2 but within the period At3, so that a large quantity injection is then deduced. This maximum is greater than the limit value G2 and greater than o the limit value G1.
    S = 25 Through the evaluation of the structure-borne sound wave signal described above 7 the operating state which is actually present on the respective fuel injector 6 can E be easily and reliably determined. It can thus be also determined whether the fuel = injector 6 is utilised for the small guantity injection, large guantity injection or S medium guantity injection of fuel into the respective cylinder 2. By way of this, N 30 emission regulations or emission standards can be adhered to.
    13.11.2019
    13/17 EM 12174 The invention, furthermore, relates to a control device for carrying out the method. The control device is equipped in order to carry out the method according to the invention on the control side. Accordingly, the control device receives a measurement signal from the respective structure-borne sound wave sensor via a data interface. The control device evaluates the measurement signal of the structure-borne sound wave sensor as described above in order to deduce the operating state of the respective fuel injector 6, in order to thus determine the operating state in which the same is operated, whether the same thus injects small quantities or large quantities or medium quantities of fuel into the cylinder.OQAON
    S oO
    I a a
    LO OoLOOQAON
    13.11.2019
    权利要求:
    Claims (10)
    [1] 1. A method for operating an internal combustion engine having multiple cylinders, wherein the internal combustion engine comprises at least one fuel injector for each cylinder, wherein each fuel injector is activated for opening and closing via a solenoid valve of the respective fuel injector, characterized in that commencing with the activation of the respective fuel injector for opening, structure-borne sound waves emitted by the fuel injector are detected by measurement over the time, a structure-borne sound wave signal detected by measurement over the time is evaluated in such a manner that dependent on the amount of at least one maximum of the structure-borne sound wave signal and/or depending on the number of the maximums of the structure-borne sound wave signal and/or in the presence of multiple maximums dependent on the time seguence and/or on the amount of the maximum, an operating mode of the respective fuel injector is deduced.
    [2] 2. The method according to Claim 1, characterized in that in particular when within a defined first period (At1) following the commencement of the N activation of the respective fuel injector for opening, a first maximum occurs = in the structure-borne sound wave signal detected by measurement, whose = 25 amount is greater than a first limit value (G1), a first operating state of the 7 respective fuel injector is deduced.
    T a
    O a N
    [3] 3. The method according to Claim 2, characterized in that the first operating © state of the respective fuel injector is an operating state of a small quantity injection of fuel into the respective cylinder.
    13.11.2019
    15/17 EM 12174
    4. The method according to Claim 2 or 3, characterized in that in particular when within the defined first period (At1) following the commencement of the activation of the respective fuel injector for opening a first maximum occurs in the structure-borne sound wave signal detected by measurement, whose amount is smaller than the first limit value (G1) but greater than a second limit value (G2), a second operating state or third operating state of the respective fuel injector is deduced.
    5. The method according to Claim 3 or 4, characterized in that in particular when in the structure-borne sound wave signal a first maximum occurs within the defined period (At1) whose amount is smaller than the first limit value (G1) but greater than the second limit value (G2), and in particular when in the following no further maximum occurs whose amount is greater than the second limit value (G2), a second operating state is deduced: in particular when in the structure-borne sound wave signal within the defined first period (At1) a first maximum occurs whose amount is smaller than the first limit value (G1) but greater than the second limit value (G2), and when in the following within the first period (At1) or within a defined second period (At2) following the occurrence of the first maximum, a second maximum occurs whose amount is greater than the second limit value (G2), N the second operating state is deduced; = in particular when in the structure-borne sound wave signal within the = 25 defined first period (At1) a first maximum occurs whose amount is smaller 7 than the first limit value (G1) but greater than the second limit value (G2) and E when following this a second maximum occurs however not within the = defined first period (At1) or not within the defined second period (At2) but S within a longer period (At3) after the occurrence of the first maximum, the N 30 third operating state is deduced.
    13.11.2019
    16/17 EM 12174
    6. The method according to Claim 4 or 5, characterized in that the third operating state of the respective fuel injector is an operating state of a full stroke of a nozzle needle of the respective fuel injector.
    7. The method according to any one of the Claims 4 to 6, characterized in that the third operating state of the respective fuel injector is an operating state of a large quantity injection of fuel into the respective cylinder.
    8. The method according to any one of the Claims 4 to 7, characterized in that the second operating state of the respective fuel injector is an operating state of a ballistic opening state of a nozzle needle of the respective fuel injector.
    9. The method according to any one of the Claims 4 to 8 characterized in that the second operating state of the respective fuel injector is an operating state of a medium quantity injection of fuel into the respective cylinder which is greater than the small quantity injection and smaller than the large quantity injection.
    10. A control device for operating an internal combustion engine, characterized in N 20 that the same carries out the method according to any one of the Claims 1 to a 9 on the control side.
    S o
    O
    I a a
    LO
    O
    LO
    O
    QA
    O
    N
    13.11.2019
    类似技术:
    公开号 | 公开日 | 专利标题
    JP4353256B2|2009-10-28|Fuel injection control device and fuel injection control system
    US8620561B2|2013-12-31|Control for internal combustion engine provided with cylinder halting mechanism
    EP2031230B1|2017-03-22|Fuel injection characteristic sensing device and fuel injection command correcting device
    EP1990528B1|2020-05-06|Injection characteristic detection apparatus, control system, and method for the same
    CN100412340C|2008-08-20|Diesel engine control system
    US7040290B2|2006-05-09|Common rail system
    US6250285B1|2001-06-26|Common-rail, fuel-injection system
    CN101287896B|2012-01-04|Method and apparatus for controlling fuel injection into an engine
    US7730871B2|2010-06-08|Fuel injection control method for a direct injection spark ignition internal combustion engine
    US20190301392A1|2019-10-03|Methods and system for diagnosing fuel injectors of an engine
    US10208691B2|2019-02-19|System and process for predicting and preventing pre-ignition
    US6971364B2|2005-12-06|Fuel injection system for internal combustion engines with gasoline direct injection, which includes optional injection into the intake tube, and method for operating it
    US10648423B2|2020-05-12|Method and control system for operating an internal combustion engine
    JP4046068B2|2008-02-13|Fuel injection control device for internal combustion engine
    FI20205015A1|2020-07-17|Method and control device for operating an internal combustion engine
    KR102004579B1|2019-07-26|Method for operating a common rail injection system
    JP4135254B2|2008-08-20|Fuel injection device for internal combustion engine
    JP3807293B2|2006-08-09|Fuel injection control device for internal combustion engine
    US10323586B1|2019-06-18|Dual fuel engine control strategy for limiting cylinder over-pressurization
    CN108368783B|2021-01-01|Method for operating a piston engine and piston engine
    JP3276211B2|2002-04-22|Fuel / water injection device
    JPH11159360A|1999-06-15|Method and device for controlling combustion of dual fuel engine
    KR100335191B1|2002-05-04|a fuel injection control system for automotive diesel engine
    JPH0874561A|1996-03-19|Exhaust emission control method and device of diesel engine
    JP2002147266A|2002-05-22|Accumulator fuel injection device
    同族专利:
    公开号 | 公开日
    US20200224596A1|2020-07-16|
    JP2020112159A|2020-07-27|
    KR20200089212A|2020-07-24|
    US11208961B2|2021-12-28|
    CN111502847A|2020-08-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP6221828B2|2013-08-02|2017-11-01|株式会社デンソー|High pressure pump control device|
    JP6244723B2|2013-08-02|2017-12-13|株式会社デンソー|High pressure pump control device|
    GB201507858D0|2015-05-08|2015-06-17|Delphi Int Operations Luxembourg Sarl|Fuel injector including sensor|
    DE102015210794B3|2015-06-12|2016-07-21|Continental Automotive Gmbh|Method for determining a reference current value for controlling a fuel injector|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102019101020|2019-01-16|
    [返回顶部]