CN110735722A - Method for controlling a fuel metering system - Google Patents

Method for controlling a fuel metering system Download PDF

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Publication number
CN110735722A
CN110735722A CN201910645396.8A CN201910645396A CN110735722A CN 110735722 A CN110735722 A CN 110735722A CN 201910645396 A CN201910645396 A CN 201910645396A CN 110735722 A CN110735722 A CN 110735722A
Authority
CN
China
Prior art keywords
control valve
flow control
fuel
pressure
computer program
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.)
Pending
Application number
CN201910645396.8A
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Chinese (zh)
Inventor
T.赫格斯
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
Publication of CN110735722A publication Critical patent/CN110735722A/en
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • 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
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • 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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • 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
    • F02D2041/2065—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control being related to the coil 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
    • F02D2200/06—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
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components

Abstract

methods for controlling a fuel metering system are described.

Description

Method for controlling a fuel metering system
Technical Field
The invention relates to a method for controlling a fuel metering system.
Background
Methods for controlling fuel metering systems are known. For combustion motors with high-pressure injection systems, cold start requests for the motor are made by pressure buildup in the fuel reservoir. In this case, after a long shutdown phase, the temperature of the fuel corresponds to the temperature of the environment. However, the cold fuel does not completely evaporate when it is injected into the combustion chamber, as a result of which wetting of the piston or the combustion chamber wall can occur. Thereby, more soot particles are generated during the combustion process. The amount of carbon black particles should be kept as low as possible.
Disclosure of Invention
In contrast, the method according to the invention, which has the features of the independent claim, has the advantage that the amount of soot particles can be significantly reduced during cold starting, this is achieved by energizing the flow control valve of the high-pressure pump before the motor is started, by energizing the flow control valve before the start of the internal combustion engine, heat is generated in the valve, which heats up the fuel in the high-pressure pump, the flow control valve forms units with the high-pressure pump, the flow control valve controls the fuel flow into the delivery chamber of the high-pressure pump, the flow control valve serves here as a regulator for regulating the pressure in the rail.
It is particularly advantageous that the energization of the flow control valve is initiated by remote unlocking of the vehicle and/or by contact of a switch at . with these signals, an upcoming start of the combustion engine can be easily identified.
In , a particularly advantageous embodiment provides that the drive shaft of the high-pressure pump is brought into a position when the internal combustion engine is shut down, in which position the delivery chamber of the high-pressure pump is as large as possible.
It is particularly advantageous to operate the flow control valve in a pulsed manner (getaktet), thereby protecting the assembly from overloading, it is also particularly advantageous for the heating of the flow control valve to be carried out as a function of temperature, point being particularly advantageous if the flow control valve and therefore the fuel are heated as a function of temperature during start-stop operation.
In a further aspect, the invention relates to novel program codes together with processing instructions for creating a computer program capable of running on a controller, in particular a source code with compilation instructions and/or linking instructions, wherein the program codes, when converted, i.e. in particular compiled and/or linked, according to the processing instructions, into a computer program capable of running, produce a computer program for carrying out all the steps of of the described method.
Drawings
Embodiments of the invention are illustrated in the drawings and are explained in detail in the following description. In the drawings:
FIG. 1 illustrates the major elements of a fuel metering system; and is
Fig. 2 shows a flow chart for explaining the manner of processing according to the present invention.
Detailed Description
Fig. 1 shows the main elements of a fuel metering system of a fuel supply system of an internal combustion engine. The track is denoted by 100. From the rail 100, the fuel reaches the combustion chamber of the internal combustion engine through an injector, not shown. The pressure P in the rail 100, also referred to as the rail pressure, is detected by the sensor 105. The rail 100 is connected to a delivery chamber 130, i.e. a high-pressure pump, via a pressure-limiting valve 110 and an outlet valve 120. The fuel in the delivery chamber 130 is compressed by the piston 140. For this purpose, the piston is driven by the camshaft or crankshaft of the internal combustion engine via a drive and expands and contracts the conveying chamber 130 by its back and forth movement.
The pressure limiting valve 110 is designed such that it releases the connection between the rail and the delivery chamber 130 when the pressure in the rail 100 exceeds a certain threshold value, the outlet valve 120 is designed such that it releases the fuel flow when the pressure in the delivery chamber 130 is greater than the pressure in the rail 100, alternatively, the pressure limiting valve 110 can also be connected to a tank or other line in a low-pressure region, another connection connects the delivery chamber 130 to an electrically operated flow control valve 150, this flow control valve 150 connects the tank 160 to the delivery chamber 130, the region between the delivery chamber 130 and the tank 160 is generally referred to as a low-pressure region, the rail 100, the delivery chamber 130 and the region between them are generally referred to as a high-pressure region, preferably, a delivery pump is arranged in said tank 160, which delivers fuel from the tank 160 to the delivery chamber 130 via the flow control valve 150.
The amount of flow into the delivery chamber 130 is controlled by manipulation of the electrical flow control valve 150. Or to control the pressure build-up in the delivery chamber 130. For example, it can thus be provided that the flow control valve 150, in its currentless state, is continuously opened and releases the fuel flow between the tank and the delivery chamber. If the flow control valve is closed during the compression phase of the piston, a pressure can build up and a corresponding amount of fuel can be delivered into the rail depending on the moment of closing.
The flow control valve 150 forms a unit of construction with the high pressure pump, the flow control valve controls the flow of fuel into the delivery chamber 130 of the high pressure pump, the flow control valve is a regulator for regulating the pressure in the rail 100.
For this purpose, a control 170 is provided, which actuates the flow control valve 150 as a function of the rail pressure P in the rail 100. During the suction phase of the high-pressure pump, the piston 140 enables fuel in the low-pressure region to flow from the tank line into the delivery chamber 130. During the suction phase of the high-pressure pump, the piston moves downward in fig. 1 as shown. In the delivery phase of the upward movement of the piston, the medium is compressed and as such is brought to a higher pressure level. Fuel having a high pressure is delivered into the rail 100 via the outlet valve 120 and provided to the injectors.
However, it can also be provided that the flow control valve 150 is closed in the absence of current. In this case, the valve is opened by energization and pressure buildup is started by the end of energization.
A pressure limiting valve 110 is provided in order that the pressure in the rail 100 does not rise above a certain value. Which opens a connection between the rail 100 and the delivery chamber 130 or other areas in the low-pressure area when a certain pressure is present.
According to the invention, the particle count is reduced by additional control of already existing components in the internal combustion engine with high-pressure injection. Before starting the internal combustion engine, fuel is supplied to a supply chamber of the high-pressure pump by the low-pressure pump. The flow control valve of the high-pressure pump is now energized before the motor is started. The delivery chamber is closed and the lost energy of the flow control valve is transmitted to the fuel via the pump housing. The fuel heats up and is then delivered to the rail as the motor starts. The fuel is injected into the combustion chamber at an elevated temperature where it is more readily vaporized.
It is particularly advantageous to adjust the drive shaft of the high-pressure pump when the internal combustion engine is shut down in such a way that the largest possible volume is available in the delivery chamber of the high-pressure pump. In fig. 1, this means that the piston 140 moves down as far as possible in order for the delivery chamber 130 to reach its maximum volume.
In step , it is recognized that the motor vehicle is about to start, which can be achieved, for example, by a signal from a remote control for unlocking the vehicle.
, the driver's vehicle is opened or should be opened upon the presence of a signal from a remote control or contact, it can be provided in a further refinement that further signals are evaluated for detecting an imminent start of the internal combustion engine.
In hybrid vehicles, it can also be provided that the start of the program is derived from the operating mode prediction, for example from the navigation data, by means of the predicted combustion motor start, in order to be able to thus perform a sufficient fuel warm-up.
In a subsequent step 210, the prefeed pump, not shown, fills the delivery chamber 130 of the high-pressure pump with fuel via the open flow control valve 150. A subsequent query 220 checks whether the fuel temperature has exceeded the target value. If this is not the case, the flow control valve 150 is manipulated in a subsequent step 230 for increasing the temperature of the fuel. This means that the energization is only performed at low temperatures. In particular, in start-stop operation, the current is only supplied when the temperature falls below a threshold value. Thereby, unnecessary heating processes and thus unnecessary energy consumption can be avoided.
This actuation is preferably carried out in such a way that the flow control valve does not change its state. For this purpose, in particular pulsed excitation is used. In this case, the energization is so short that the flow control valve does not change its state, but introduces as much energy as possible and thus lost power into the flow control valve.
Subsequently, it is checked in query 240 whether a motor start has been performed. If this is not the case, the query is re-executed 220. If this is the case, in step 250, the usual actuation of the flow control valve is switched over for pressure regulation.

Claims (10)

1. Method for controlling a fuel metering system, characterized in that a flow control valve is energized for increasing the fuel temperature before the motor is started.
2. The method of claim 1, wherein the energizing of the flow control valve is initiated by remote unlocking of the vehicle or touching a switch.
3. Method according to any of the preceding claims, characterized in that the drive shaft of the high-pressure pump is placed in a position at shut-down in which the delivery chamber of the high-pressure pump is as large as possible.
4. The method of any , wherein the flow control valve is energized in a pulsed manner.
5. The method of any of the preceding claims, wherein the energizing is based on a predicted start of the motor.
6. The method of any of the preceding claims, wherein the energizing is based on temperature.
7. Computer program configured for carrying out all the steps of of the method according to any one of of claims 1 to 6.
8. A machine-readable storage medium having stored thereon a computer program according to claim 7.
9. A controller configured to perform all the steps of of the method of any of of claims 1-6.
10. Program code together with processing instructions for creating a computer program that can be run on a controller, wherein the program code produces a computer program according to claim 7 if the program code is converted into a computer program that can be run in accordance with the processing instructions.
CN201910645396.8A 2018-07-18 2019-07-17 Method for controlling a fuel metering system Pending CN110735722A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018211937.6 2018-07-18
DE102018211937.6A DE102018211937A1 (en) 2018-07-18 2018-07-18 Method for controlling a fuel metering system

Publications (1)

Publication Number Publication Date
CN110735722A true CN110735722A (en) 2020-01-31

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CN201910645396.8A Pending CN110735722A (en) 2018-07-18 2019-07-17 Method for controlling a fuel metering system

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DE (1) DE102018211937A1 (en)

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3960121A (en) * 1971-06-16 1976-06-01 Backus Devices, Incorporated Engine combustion system
WO2000031406A1 (en) * 1998-11-20 2000-06-02 Siemens Automotive S.A. Method and device for improving starting conditions of a direct injection internal combustion engine
GB0300576D0 (en) * 2002-01-15 2003-02-12 Denso Corp Accumulator-type fuel injection system
JP2004324549A (en) * 2003-04-25 2004-11-18 Nikki Co Ltd Liquefied gas fuel supply device for engine
US20110162619A1 (en) * 2010-10-11 2011-07-07 Ford Global Technologies, Llc Fuel Heating During Cold Start In A Direct-Injection Gasoline Engine
US20130238226A1 (en) * 2012-03-07 2013-09-12 Ford Global Technologies, Llc Method and system for estimating fuel system integrity
DE102013203804A1 (en) * 2012-03-07 2013-09-12 Ford Motor Company of Australia Ltd. METHOD AND SYSTEM FOR ESTIMATING THE FUEL COMPOSITION
EP2863046A1 (en) * 2013-10-21 2015-04-22 Robert Bosch GmbH Method for ensuring a cold start of a spark ignition engine operated with ethanol fuel
WO2018041534A1 (en) * 2016-08-30 2018-03-08 Robert Bosch Gmbh Method for controlling an electromagnetically controllable inlet valve

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3960121A (en) * 1971-06-16 1976-06-01 Backus Devices, Incorporated Engine combustion system
WO2000031406A1 (en) * 1998-11-20 2000-06-02 Siemens Automotive S.A. Method and device for improving starting conditions of a direct injection internal combustion engine
GB0300576D0 (en) * 2002-01-15 2003-02-12 Denso Corp Accumulator-type fuel injection system
GB2386643A (en) * 2002-01-15 2003-09-24 Denso Corp Accumulator-type fuel injection system with pump control valve solenoid temperature protection
JP2004324549A (en) * 2003-04-25 2004-11-18 Nikki Co Ltd Liquefied gas fuel supply device for engine
US20110162619A1 (en) * 2010-10-11 2011-07-07 Ford Global Technologies, Llc Fuel Heating During Cold Start In A Direct-Injection Gasoline Engine
US20130238226A1 (en) * 2012-03-07 2013-09-12 Ford Global Technologies, Llc Method and system for estimating fuel system integrity
DE102013203804A1 (en) * 2012-03-07 2013-09-12 Ford Motor Company of Australia Ltd. METHOD AND SYSTEM FOR ESTIMATING THE FUEL COMPOSITION
CN103306836A (en) * 2012-03-07 2013-09-18 福特汽车澳洲公司 Method and system for estimating fuel system integrity
EP2863046A1 (en) * 2013-10-21 2015-04-22 Robert Bosch GmbH Method for ensuring a cold start of a spark ignition engine operated with ethanol fuel
WO2018041534A1 (en) * 2016-08-30 2018-03-08 Robert Bosch Gmbh Method for controlling an electromagnetically controllable inlet valve

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