CN107148514B - Method for actuating an electrically actuable suction valve - Google Patents
Method for actuating an electrically actuable suction valve Download PDFInfo
- Publication number
- CN107148514B CN107148514B CN201580057414.0A CN201580057414A CN107148514B CN 107148514 B CN107148514 B CN 107148514B CN 201580057414 A CN201580057414 A CN 201580057414A CN 107148514 B CN107148514 B CN 107148514B
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- China
- Prior art keywords
- pressure
- suction valve
- pressure pump
- valve
- fuel
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- 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.)
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- 238000000034 method Methods 0.000 title claims abstract description 21
- 239000000446 fuel Substances 0.000 claims abstract description 32
- 238000002485 combustion reaction Methods 0.000 claims abstract description 21
- 238000002347 injection Methods 0.000 claims abstract description 15
- 239000007924 injection Substances 0.000 claims abstract description 15
- 238000005461 lubrication Methods 0.000 claims abstract description 13
- 230000007246 mechanism Effects 0.000 claims description 17
- 230000003111 delayed effect Effects 0.000 claims description 7
- 230000001050 lubricating effect Effects 0.000 description 5
- 230000001276 controlling effect Effects 0.000 description 3
- 230000000875 corresponding effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 206010021580 Inadequate lubrication Diseases 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
Images
Classifications
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- 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
- 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
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
-
- 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
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- 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
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The invention relates to a method for actuating an electrically actuable suction valve (1) for controlling the delivery volume of a high-pressure pump (2) in a fuel injection system, in particular in a common rail injection system, of an internal combustion engine. According to the invention, at least when the internal combustion engine is started, the suction valve (1) is actuated as a function of at least one parameter that influences the lubrication conditions in the drive chamber (3) of the high-pressure pump (2).
Description
Technical Field
The invention relates to a method for actuating an electrically controllable suction valve for controlling the delivery rate of a high-pressure pump in a fuel injection system, in particular in a common rail injection system, of an internal combustion engine.
Background
High-pressure pumps in fuel injection systems, in particular in common rail injection systems, are used to deliver fuel at high pressure. For this purpose, the high-pressure pump has at least one pump element with a high-pressure element chamber in which the fuel is compressed. The fuel delivered at high pressure is then supplied to a high-pressure reservoir, the so-called rail, via a high-pressure outlet. The fuel at high pressure is then injected into the combustion chamber of the internal combustion engine via an injection valve connected to the high-pressure reservoir.
The high-pressure element chamber of the high-pressure pump is usually filled by means of a suction valve, which may be designed, for example, as a simple check valve. For the quantity control, the suction valve is then preceded by a metering unit which makes it possible to meter a defined quantity of fuel. However, an electrically actuable suction valve can alternatively be used for the quantity control, so that the metering unit can be dispensed with. In this case, the electrically actuable suction valve can be designed as a valve which is open when no current is present or as a valve which is closed when no current is present. In both cases, the magnetic actuator normally acts on a valve member of the suction valve in order to close or open the suction valve against the spring force of a spring.
The quantity control is usually carried out by an electrically actuable suction valve in such a way that the suction valve remains open during the suction phase of the high-pressure pump in order to fill the high-pressure element chamber of the high-pressure pump almost completely with fuel. A defined amount of fuel has therefore not yet been metered. This only occurs in the subsequent delivery phase, in which the suction valve is kept open until at most a surplus of fuel is pushed back out of the high-pressure element chamber into the inflow region of the high-pressure pump. The closing time of the suction valve during the delivery phase thus determines the delivery quantity of the high-pressure pump.
In order to deliver fuel at high pressure, the suction valve must be closed, since otherwise no pressure can build up in the high-pressure element chamber of the high-pressure pump. The pressure built up in the high-pressure element chamber when the suction valve is closed loads the drive mechanism components of the high-pressure pump, since these drive mechanism components must work against this pressure. This load can be minimized by: a sufficient amount of fuel is made available to lubricate the drive mechanism components. However, depending on the respective operating state of the internal combustion engine, this is not always possible, for example in the case of a low engine speed or a restart, so that the lubrication conditions in the drive train chamber of the high-pressure pump are inadequate. External influences, such as high external temperatures, may lead to the same result. The consequence is increased wear on the drive mechanism components.
Disclosure of Invention
The invention is therefore based on the object of specifying a method for actuating an electrically controllable suction valve for controlling the delivery volume of a high-pressure pump, which suction valve has a positive effect on the robustness of the high-pressure pump. In particular, wear in the region of the drive mechanism of the high-pressure pump should be reduced by the method described.
In order to solve this object, a method is proposed for actuating an electrically controllable suction valve for controlling a delivery volume of a high-pressure pump in a fuel injection system of an internal combustion engine, wherein a pressure buildup in a high-pressure element chamber of the high-pressure pump is delayed by delaying the closing of the suction valve in time, wherein, at the start of the internal combustion engine, the closing of the suction valve and thus the pressure buildup in the high-pressure element chamber of the high-pressure pump are delayed in time as a function of at least one parameter which influences a lubrication condition in a drive train chamber of the high-pressure pump, and a fuel temperature and/or a fuel pressure in the drive train chamber are used as parameters. Advantageous modifications of the invention are further described below.
In the proposed method according to the invention for actuating an electrically actuable suction valve for adjusting the delivery volume of a high-pressure pump in a fuel injection system, in particular in a common rail injection system, of an internal combustion engine, the suction valve is actuated at least at the start of the internal combustion engine as a function of at least one parameter which has an influence on the lubrication conditions in a drive train chamber of the high-pressure pump. That is, the parameter is correlated with the lubrication condition in the drive mechanism chamber, and thus enables an analysis process of the lubrication condition. The suction valve can thus be actuated as a function of the actual lubrication conditions in the drive chamber of the high-pressure pump, wherein the parameter is used as a Trigger (Trigger) for actuating the suction valve.
The control unit connected to the suction valve preferably actuates the suction valve in such a way that it is initially kept open in the event of inadequate lubrication conditions in order to prevent a pressure buildup in the high-pressure element chamber of the high-pressure pump. If a sufficient amount of fuel is then available for lubricating the drive mechanism components, which is in turn indicated by at least one parameter, the suction valve can be closed. For this purpose, the magnetic actuator is energized when the suction valve is designed as a valve which is open when no current is present. For this purpose, the energization of the magnetic actuator is terminated when the suction valve is configured as a valve which is closed when no current is present.
The method according to the invention therefore ensures that the pressure buildup takes place only in the high-pressure element chamber of the high-pressure pump when the lubrication conditions in the drive train region of the high-pressure pump are evaluated to be sufficient. This is the case in particular when a sufficient amount of fuel is present in the drive mechanism chamber in order to form a hydrodynamic lubricating film. The hydrodynamic lubricating film serves to reduce friction in the contact region of the two drive mechanism parts, for example between the rollers and roller seats of a cam or eccentric drive of a high-pressure pump. In this way, the load on the drive train components and the wear on these drive train components are significantly reduced, so that the robustness of the high-pressure pump is increased.
As already mentioned, the parameter is preferably used as a trigger when actuating the electrically actuable suction valve. This is based on the assumption that the parameters allow the lubrication conditions in the drive train chamber of the high-pressure pump to be inferred. In particular, a characteristic variable which describes the operating state of the internal combustion engine, for example the rotational speed, the operating duration or a similar characteristic variable, can therefore be used as a parameter. Alternatively or additionally, a characteristic variable may be used, which describes a condition in the drive train chamber, for example a fuel temperature, a fuel pressure or the like. Corresponding sensor devices for sensing the characteristic variable are generally already present, so that reference is made to this. As long as external influences, for example external temperatures, are to be taken into account when actuating the suction valve, it is assumed that these external influences are also sensed by means of corresponding sensor devices.
In order to ensure that pressure build-up takes place in the high-pressure element chamber of the high-pressure pump only when the lubrication conditions in the drive mechanism chamber are sufficient, it is furthermore proposed that the closing of the suction valve is delayed in time when the internal combustion engine is started. This has the result that the pressure build-up in the high-pressure element chamber of the high-pressure pump is also delayed in time. During this period, the drive mechanism chamber of the high-pressure pump may be filled with fuel so that there is a sufficient lubrication condition at the start of the internal combustion engine. The time delay is preferably 0.1 to 1 second. This period of time proved sufficient in the range of the test to establish favorable lubrication conditions.
In a development of the invention, it is provided that, when the internal combustion engine is stopped, the suction valve is opened, so that the pressure in the high-pressure element chamber of the high-pressure pump is reduced. The pressure reduction in the high-pressure element chamber of the high-pressure pump has no effect on the pressure in the connected rail, since the high-pressure outlet is usually realized by means of a check valve, so that it is ensured that a sufficiently high rail pressure is available when the internal combustion engine is restarted. The pressure relief in the high-pressure element chamber of the high-pressure pump is mainly used to reduce the load on the drive mechanism components. Since the suction valve is opened when the internal combustion engine is stopped, the fuel is pushed back from the high-pressure element chamber into the inflow region of the high-pressure pump until a large degree of pressure equilibrium is established. Since the low pressure prevails in the inflow region, the pressure in the high-pressure element chamber drops.
According to a first preferred embodiment of the invention, a suction valve is used which is configured as a valve which opens when no current is present. The actuation of the suction valve is carried out in such a way that an actuation current is always applied when the suction valve is to be closed. Thus, the closing time of the suction valve can be determined by the actuation.
Alternatively, it is proposed that, when carrying out the method according to the invention, a suction valve is used which is designed as a valve which closes when no current is present. To close the suction valve, the steering current must be removed. This in turn enables the closing time of the suction valve to be determined.
The method according to the invention enables the high-pressure pump to be operated largely without great wear, irrespective of whether a suction valve is used which is designed as a valve which is open when no current is present or as a valve which is closed when no current is present. Thereby, the robustness of the high-pressure pump is improved. The method is therefore particularly suitable for fuel injection systems, which are envisaged for fuel-critical markets.
Furthermore, in the case of an internal combustion engine with a start-stop automation, it is possible to freely apply a starting pressure, which is currently limited to 300 bar in the case of a common rail high-pressure pump. A positive side effect is that it is also no longer necessary to maintain the temperature limit that is currently available for starting stop-and-go automation. It is presently believed that the start stop robot is only allowed to operate at temperatures less than 60 c.
Furthermore, the proposed method for actuating the suction valve enables a rapid start of the internal combustion engine, since the rail pressure remains unaffected. Furthermore, any rail position pressure (railstanddrive) can be allowed without compromising possible limit values. That is, the problem "resisting pressure activation" is no longer important.
Drawings
The invention is explained in more detail below with reference to the drawings. These figures show:
FIG. 1 is a schematic illustration of a high-pressure fuel pump with an electrically actuable suction valve for adjusting the delivery volume of the high-pressure pump, an
Fig. 2 is a graph showing a preferred actuation of the suction valve in the form of a valve which is open when no current is present.
Detailed Description
The high-pressure pump 2 for a common rail injection system, which is illustrated very schematically in fig. 1, comprises a pump element with a pump piston 5, which is received in a cylinder bore 6 of a housing part 7 of the high-pressure pump 2 so as to delimit a high-pressure element chamber 4 in a stroke-movable manner. The pump piston 5 can be driven into a stroke movement by the drive mechanism 3, which is currently designed as a cam drive. In the delivery stroke of the pump piston, during which the volume in the high-pressure element chamber 4 becomes smaller, the fuel present in the high-pressure element chamber 4 is compressed and subsequently supplied to a high-pressure reservoir (not shown) via the high-pressure outlet 9. The high-voltage element chamber 4 is filled with fuel by means of an electrically actuable suction valve 1, which is currently designed as a valve that is open when no current is flowing. The suction valve 1 has a valve tappet 8 which can be opened into the high-pressure element chamber 4 of the high-pressure pump 2 and can be actuated by a magnetic actuator (not shown). As a valve which opens when no current is present, the magnetic actuator must be energized to close the suction valve 1. This energization is indicated in fig. 1 by means of an arrow 10.
When actuated as shown in fig. 2, the closing time of the suction valve 1 determines the delivery quantity of the high-pressure pump 2.
As can be seen from fig. 2, this energized time period (solid line) falls into the delivery phase of the high-pressure pump 2. Since during the energization of the suction valve 1 the pump piston 5 performs a delivery stroke, that is to say it moves from the bottom dead center (UT) to the top dead center (OT) (see dashed line). At the beginning of the delivery stroke of the pump piston 5, the suction valve 1 remains open (see dash-dotted line), so that no pressure can build up in the high-pressure element chamber 4 (see dotted line). Pressure build-up only takes place when the suction valve 1 is closed. Since this relates to a valve which opens when no current is present, for which purpose the suction valve 1 must be energized. The energization time or closing time of the suction valve 1 thus determines the delivery rate of the high-pressure pump 2.
This makes use of the proposed method according to the invention in such a way that the closing time is delayed in time in order to allow pressure to build up in the high-pressure element chamber 4 only when it is ensured that sufficient fuel is available for lubricating the drive mechanism 3. This time delay can be up to 1 second, in order to enable, in particular, the formation of a hydrodynamic lubricating film between the components of the drive mechanism 3.
Claims (6)
1. Method for actuating an electrically actuable suction valve (1) for adjusting a delivery volume of a high-pressure pump (2) in a fuel injection system of an internal combustion engine, wherein a pressure buildup in a high-pressure element chamber (4) of the high-pressure pump (2) is delayed by delaying the closing of the suction valve (1) in time, characterized in that, at the start of the internal combustion engine, the closing of the suction valve (1) and thus the pressure buildup in the high-pressure element chamber (4) of the high-pressure pump (2) is delayed in time as a function of at least one parameter which influences a lubrication condition in a drive mechanism chamber (3) of the high-pressure pump (2), and in that a fuel temperature and/or a fuel pressure in the drive mechanism chamber (3) is used as a parameter.
2. The method as set forth in claim 1,
characterized in that, when the internal combustion engine is stopped, the suction valve (1) is opened, so that the pressure in a high-pressure element chamber (4) of the high-pressure pump (2) is relieved.
3. The method according to claim 1 or 2,
characterized in that a valve which opens when no current is present is used as the suction valve (1).
4. The method according to claim 1 or 2,
characterized in that a valve which closes when no current is present is used as the suction valve (1).
5. The method as set forth in claim 1,
characterized in that the fuel injection system is a common rail injection system.
6. The method as set forth in claim 1,
characterized in that said delay in time is 0.1 to 1 second.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014221674.5 | 2014-10-24 | ||
| DE102014221674.5A DE102014221674A1 (en) | 2014-10-24 | 2014-10-24 | Method for controlling an electrically controllable suction valve |
| PCT/EP2015/073560 WO2016062570A1 (en) | 2014-10-24 | 2015-10-12 | Method for controlling an electrically controllable suction valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107148514A CN107148514A (en) | 2017-09-08 |
| CN107148514B true CN107148514B (en) | 2021-03-02 |
Family
ID=54330747
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201580057414.0A Active CN107148514B (en) | 2014-10-24 | 2015-10-12 | Method for actuating an electrically actuable suction valve |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP3209879B1 (en) |
| KR (1) | KR20170072926A (en) |
| CN (1) | CN107148514B (en) |
| DE (1) | DE102014221674A1 (en) |
| WO (1) | WO2016062570A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3068396B1 (en) * | 2017-06-30 | 2021-11-26 | Continental Automotive France | DIGITAL TYPE HIGH PRESSURE PUMP CONTROL PROCESS |
| CN109595090B (en) * | 2018-12-14 | 2021-10-29 | 重庆军通汽车有限责任公司 | Control system based on smoke generator |
| DE102019212286A1 (en) * | 2019-08-16 | 2021-02-18 | Robert Bosch Gmbh | Method for operating a high pressure pump, control unit |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102102614A (en) * | 2009-12-21 | 2011-06-22 | 福特环球技术公司 | Reducing pressure on common rail with rapid pressure accumulation |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2290112B (en) * | 1992-10-15 | 1996-03-27 | Fuji Heavy Ind Ltd | Starting system pressure control method for high pressure direct fuel injection engine |
| JPH06200857A (en) * | 1993-01-08 | 1994-07-19 | Fuji Heavy Ind Ltd | Fuel pressure control device for high pressure injection type engine |
| DE19742180C2 (en) * | 1997-09-24 | 1999-07-08 | Siemens Ag | Injection system for an internal combustion engine and method for regulating an injection system |
| DE10162988B4 (en) * | 2001-12-20 | 2004-01-15 | Siemens Ag | Device and method for regulating the control valve of a high pressure pump |
| DE102010027745A1 (en) * | 2010-04-14 | 2011-10-20 | Robert Bosch Gmbh | high pressure pump |
| DE102010061810A1 (en) * | 2010-11-23 | 2012-05-24 | Robert Bosch Gmbh | Method for operating a fuel system of an internal combustion engine |
| US8776764B2 (en) * | 2011-01-04 | 2014-07-15 | Ford Global Technologies, Llc | Fuel system for a multi-fuel engine |
| JP5630462B2 (en) * | 2012-06-19 | 2014-11-26 | 株式会社デンソー | Fuel injection control device |
| DE102014202102A1 (en) * | 2013-02-12 | 2014-08-14 | Ford Global Technologies, Llc | Method of operating direct injection fuel pump of vehicle involves regulating pressure in compression chamber of pump to single pressure during compression stroke while pressure is greater than output pressure of low pressure pump |
-
2014
- 2014-10-24 DE DE102014221674.5A patent/DE102014221674A1/en not_active Withdrawn
-
2015
- 2015-10-12 EP EP15781621.6A patent/EP3209879B1/en active Active
- 2015-10-12 WO PCT/EP2015/073560 patent/WO2016062570A1/en active Application Filing
- 2015-10-12 CN CN201580057414.0A patent/CN107148514B/en active Active
- 2015-10-12 KR KR1020177013602A patent/KR20170072926A/en unknown
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102102614A (en) * | 2009-12-21 | 2011-06-22 | 福特环球技术公司 | Reducing pressure on common rail with rapid pressure accumulation |
Also Published As
| Publication number | Publication date |
|---|---|
| CN107148514A (en) | 2017-09-08 |
| KR20170072926A (en) | 2017-06-27 |
| EP3209879B1 (en) | 2020-02-12 |
| EP3209879A1 (en) | 2017-08-30 |
| WO2016062570A1 (en) | 2016-04-28 |
| DE102014221674A1 (en) | 2016-04-28 |
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