Mixture Formation, Basic Function - GF07.00-P-1000A
Engine All (4xWD)
Engine All (CAR)
Overview
This document contains information on:
- General
- Function requirements
- Function
- Lambda control (diesel engine)
- Lambda control (gasoline engine)
- High-pressure fuel circuit
- Gasoline engine injection control
- Diesel engine injection control
- Safety fuel shutoff
General
The process of mixture preparation involves conveying the liquid fuel through the high-pressure fuel circuit, controlling the injection and forming the mixture. The liquid fuel is delivered via the high-pressure fuel circuit to the fuel injection system. The mixture is formed (i. e. the vaporized fuel is blended with the supplied air) in the combustion chamber.
Function requirements
- Engine management ON (terminal 87M)
- Engine in operation
Function
Lambda control (diesel engine)
The diesel engine operates with a heterogeneous, internal mixture and self-ignition. The air-fuel ratio λ specifies the extent to which the actual air-fuel mix deviates from the stoichiometric fuel-air ratio in the cylinder.
The lambda values for diesel engines lie at full load between λ = 1.15 and λ = 2.0 and in idle between λ = 10 and λ = 18.
Lambda control (gasoline engine)
Direct-injection gasoline engines work in stratified-charge and homogeneous operation.
In homogeneous injection operation, the lambda values lie between λ = 0.5 and λ = 1.3.
In stratified charge operation, the lambda values depend on the driving and load condition (e.g. partial or full-load operation).
Gasoline direct injection involves a process of forming a mixture in which the gasoline is injected at high pressure directly into the combustion chamber.
High-pressure fuel circuit
The high-pressure fuel circuit basically consists of the following components:
- Fuel distributor
- High-pressure lines
- Pressure limiting valve (diesel engine)
- Fuel pressure sensor in fuel distributor
- Fuel injectors (diesel engine)
- Injection valves (spark-ignition engine)
- Quantity control valve
- High-pressure fuel pump
The high-pressure fuel pump connects a low-pressure fuel circuit and a high-pressure fuel circuit. The task of the high-pressure fuel pump is to compress the fuel and pump it into the fuel distributor.
The quantity control valve in the high-pressure fuel pump controls the fuel flow into the high-pressure fuel circuit.
From the fuel distributor, the fuel is conveyed via high-pressure lines to the fuel injectors, which inject the fuel directly into the combustion chamber, selectively for each cylinder and finely atomized.
On the basis of a characteristics map, the combustion engine control unit calculates the injection for the current operating condition. The injection quantity depends o the fuel pressure in the fuel distributor and the activation duration of the fuel injectors.
The fuel pressure in the fuel distributor is controlled by the quantity control valve. The fuel pressure in the fuel distributor is measured by the fuel pressure sensor and limited by the pressure limiting valve (diesel engine).
Example illustration of high-pressure fuel circuit on 4-cylinder spark-ignition engine
Gasoline engine injection control
Direct-injection gasoline engines are designed for homogeneous and heterogeneous combustion. The fuel injection pressure can be as high as 250 bar. The injection valves are piezo-controlled multi-hole valves, which are usually located centrally in the combustion chamber. The high-pressure fuel pump is driven by the camshaft.
The following operating conditions are supported by multi-point injection:
- Start
- Heating of three-way catalytic converter
- Combustion stabilization (engine speed > 2, 000 rpm)
- Keeping the three-way catalytic converter warm (over prolonged idling phases)
With the help of a characteristics map, the combustion engine control unit calculates the injection duration and pressure on the basis of the following signals:
- Fuel pressure and temperature
- Hall signal from the intake camshaft
- Hall signal from the outlet camshaft
- Coolant temperature
- Charge air temperature upstream of the throttle valve
- Charge air temperature downstream of the throttle valve
- Pressure downstream of the throttle valve, engine load
- Engine loading request
- Accelerator pedal sensor, accelerator pedal actuation (fast or slow)
- Engine speed
- Lambda value upstream of the catalytic converter
The requirements of the torque coordination function are also taken into account.
The combustion engine control unit controls the injection duration under the following operating conditions:
- Partial load operation
- Full load operation
- Load change
During the injection duration (i.e. when the injection valve is open), the injection quantity is fed to the injection valve.
Partial load operation:
In partial-load operation, when the engine is warm, the combustion engine control unit calculates the actuation time of the injection valves as a function of the following factors:
- Lambda control
- Fuel pressure
- Requested engine torque Full-load operation:
In full-load operation, when the throttle valve is fully open, the combustion engine control unit extends the actuation time of the injection valves and increases the injection pressure in order to ensure maximum engine torque.
At the accelerator pedal sensor, the approx. 10 to 90 % slewing range is defined as partial load while the more than approx. 90 % slewing range is defined as full load.
Load change:
If the position of the accelerator pedal changes suddenly (e. g. when the vehicle accelerates), the throttle valve is opened or closed at high speed. A short-term leaning out or enrichment of the fuel/air mixture can occur in this connection.
The combustion engine control unit adjusts the fuel/air mixture accordingly by extending or shortening the actuation time of the injection valves on the basis of the characteristics map. This prevents any juddering caused by the rapid opening/closing of the throttle valve.
Example illustration of high-pressure fuel circuit on 4-cylinder diesel engine
Diesel engine injection control
In diesel engines, up to six injections per working cycle are possible for precision combustion control. The maximum injection pressure can be as high as 2000 bar.
To reduce combustion noise, double preinjection takes place in the large characteristics map range. A subsequent post injection is used to optimize the emissions.
During regeneration of the diesel particulate filter, multiple timed postinjections take place.
The combustion engine control unit supplies the required fuel quantity to the engine on the basis of the load condition and coolant temperature.
The injection control is described in the following steps:
- Fuel pressure control
- Preinjection
- Main injection
- Postinjection
- Injection quantity correction
Fuel pressure control:
Fuel pressure control is performed through quantity control by means of the quantity control valve at the high-pressure fuel pump.
Preinjection:
To reduce combustion noise and exhaust emissions, the main injection is preceded by a preinjection, which makes the combustion process more smooth.
Main injection:
The main injection is performed following preinjection and generates power and torque. The main injection is controlled by the injection time and injection duration.
Secondary injection:
The postinjection not only helps to increase the exhaust temperature, but also supports the process of converting the exhaust components in the oxidation catalytic converter and particulate filter regeneration. The increased exhaust temperature subsequently burns the soot particles in the exhaust gas.
Injection quantity correction:
Injection quantity correction additionally has the following requirements:
- Engine speed between 1, 000 rpm and 2, 600 rpm, i.e. overrun mode or standard driving operation.
- Engine oil temperature > 80°C.
Injection quantity correction is subdivided into subareas:
- Zero quantity calibration
- Main injection quantity correction Zero quantity calibration:
The friction that occurs when the fuel injectors are opened/closed means that the injection quantity changes over the duration. The changed injection quantity can be corrected by adjusting the activation duration.
During normal engine operation or in overrun mode, a pilot injection quantity is calibrated at defined intervals selectively for each cylinder.
This actuation duration corresponds to a defined injection quantity. The difference between the new and nominal actuation duration is used for injection quantity correction.
Main injection quantity correction:
For this function, the main injection quantity is corrected using the oxygen sensor upstream of the catalytic converter. Here, the injection quantity is adjusted until the target lambda value stored in the combustion engine control unit is reached.
The emission values are influenced due to the tolerances of the fuel injectors and hot film mass air flow sensor. To keep the emission values constant, the combustion engine control unit changes the exhaust gas recirculation rate via the low-pressure exhaust gas recirculation actuator and the high-pressure exhaust gas recirculation actuator. The residual oxygen content is monitored over the oxygen sensor element upstream of catalytic converter.
Safety fuel shutoff
To ensure traffic and occupant safety, the safety fuel shutoff system is activated under certain conditions.
The combustion engine Control unit activates the safety fuel shutoff system under the following conditions:
- Direct or indirect crash signal.
- Mechanical failure in throttle valve actuator (in gasoline engines).
Direct or indirect crash signal:
If the combustion engine control unit receives a direct or indirect crash signal from the SRS control unit, it switches off the fuel pump and the quantity control valve. To depressurize the fuel system, the fuel injectors and/or injection valves are also briefly actuated.
Mechanical fault in throttle valve actuator (in spark-ignition engines): The combustion engine control unit continuously compares the target and actual position of the throttle valve actuator. If any deviation (i.e. mechanical failure) is identified, the fuel supply is shut off.
| Function schematics | |||
| Function schematic for safety fuel shutoff | Engine 260, 282, 608 in model 118, 177, 247 Engine 264 in model 167 | PE07.10-P-2503-97A | |
| Engine 176, 177 in model 167 Engine 177 in model 290 as of model year 2021 | PE07.10-P-2503-97B | ||
| Engine 139 in model 118, 177, 247 | PE07.10-P-2503-97C | ||
| Engine 654 in model 118, 167, 177, 206, 214, 236, 247, 254 Engine 656 in model 167, 223 | PE07.10-P-2503-97D | ||
| Engine 256 in model 167 Engine 256 in model 213, 238 as of model year 2021 Engine 264 in model 213, 238, 257 as of model year 2021 | PE07.10-P-2503-97E | ||
| Engine 254 in model 206, 214, 236, 254 Engine 256 in model 214, 223, 236 | PE07.10-P-2503-97F | ||
| Engine 176 in model 223 | PE07.10-P-2503-97G | ||
| Engine 139 in model 192, 206, 232, 236, 254 | PE07.10-P-2503-97H | ||
| Engine 177 in model 192, 223, 232 | PE07.10-P-2503-97I | ||
| Engine 279 in model 223 | PE07.10-P-2503-97J | ||
| Engine 274 in model 213 as of model year 2021 | PE07.10-P-2503-97K | ||
| Engine 656 in model 464 | PE07.10-P-2503-97L | ||
| Function schematic for injection control | Engine 608 in model 118, 177, 247 | PE07.61-P-2500-97A | |
| Engine 282 in model 118, 177, 247 Engine 260 in model 118, 177, 247 Engine 264 in model 167 |
PE07.61-P-2500-97B PE07.61-P-2500-97C |
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| Engine 654 in model 118, 167, 177, 247 Engine 654 in model 213, 238, 257 as of model year 2021 Engine 656 in model 167 | PE07.61-P-2500-97D | ||
| Engine 256 in model 167 Engine 256 in model 213, 238 as of model year 2021 Engine 264 in model 213, 238, 257 as of model year 2021 | PE07.61-P-2500-97E | ||
| Engine 176, 177 in model 167 Engine 177 in model 290 as of model year 2021 | PE07.61-P-2500-97F | ||
| Engine 139 in model 118, 177, 247 | PE07.61-P-2500-97G | ||
| Engine 254 in model 206, 214, 236, 254 Engine 256 in model 214, 223, 236 | PE07.61-P-2500-97H | ||
| Engine 176 in model 223 | PE07.61-P-2500-97I | ||
| Engine 279 in model 223 | PE07.61-P-2500-97J | ||
| Engine 139 in model 192, 232, 236, 254 | PE07.61-P-2500-97K | ||
| Engine 177 in model 192, 223, 232 | PE07.61-P-2500-97L | ||
| Engine 654 in model 206, 214, 236, 254 Engine 656 in model 223 | PE07.61-P-2500-97M | ||
| Engine 274 in model 213 as of model year | PE07.61-P-2500-97N | ||
| Engine 656 in model 464 | PE07.61-P-2500-97O | ||
| Additional basic functions | |||
| Lambda control, basic function | Engine 139, 176, 177, 254, 256, 260, 264, 274, 279, 282 | GF07.10-P-1054A | |
| Combustion Engine control unit, basic function | GF07.08-P-9890A | ||
| Fuel High-Pressure pump, basic function | GF07.02-P-2000A | ||
| Fuel injectors, basic function | Engine 608, 654, 656 Engine 656 |
GF07.03-P-2000A | |
| Basic function of injection valve | Engine 139, 176, 177, 254, 256, 260, 264, 274, 279, 282 | GF07.03-P-2001A | |
| Fuel distributor fuel Pressure sensor, basic function | Engine 282, 608 | GF07.04-P-2005A | |
| Quantity control valve, basic function | GF07.05-P-2000A | ||
| Throttle valve actuator, basic function | GF07.61-P-2000A |