EP0962650A2 - Akkumulator-Kraftstoffeinspritzvorrichtung und Steuerungsverfahren dafür - Google Patents

Akkumulator-Kraftstoffeinspritzvorrichtung und Steuerungsverfahren dafür Download PDF

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Publication number
EP0962650A2
EP0962650A2 EP99103574A EP99103574A EP0962650A2 EP 0962650 A2 EP0962650 A2 EP 0962650A2 EP 99103574 A EP99103574 A EP 99103574A EP 99103574 A EP99103574 A EP 99103574A EP 0962650 A2 EP0962650 A2 EP 0962650A2
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
pump
accumulating chamber
pumping
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.)
Granted
Application number
EP99103574A
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English (en)
French (fr)
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EP0962650A3 (de
EP0962650B1 (de
Inventor
Yutaka Tanai
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.)
Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP0962650A2 publication Critical patent/EP0962650A2/de
Publication of EP0962650A3 publication Critical patent/EP0962650A3/de
Application granted granted Critical
Publication of EP0962650B1 publication Critical patent/EP0962650B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • 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
    • F02M59/08—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 two or more pumping elements with conjoint outlet or several pumping elements feeding one engine cylinder
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the present invention relates to an accumulator-type fuel injection apparatus equipped with an accumulator connected to a fuel injection valve, and a control method for the accumulator-type fuel injection apparatus.
  • the fuel injection valves for the cylinders of an internal combustion engine are connected to a common pressure accumulator (pressure-accumulating chamber), and a fuel pump is connected at its ejection side to the accumulator. Fuel is pumped into the accumulator by the fuel pump, and then supplied from the accumulator to each cylinder via the corresponding fuel injection valve.
  • the fuel injection duration is set to the same value for all the fuel injection valves. Therefore, in order to reduce the variations in the amount of fuel supplied to the individual cylinders, it is necessary to reduce the variations in the fuel injection pressure, that is, the fuel pressure in the accumulator at the time of start of each fuel injecting operation.
  • the fuel pressure in the accumulator decreases when fuel injection is performed, and it increases when fuel pumping is performed.
  • the fuel pump in order to perform fuel pumping every time fuel injection is performed, the fuel pump is required to be equipped with a plunger for every cylinder. Therefore, problems of an increased size of the fuel pump and an increased cost of the apparatus result may occur,
  • the number of plungers can be reduced by increasing the operating speed, e.g., rotation speed, of the fuel pump or by increasing the number of fuel pumping operations per rotation of the fuel pump. However, such a measure reduces the durability of the fuel pump.
  • an object of the invention to provide an accumulator-type fuel injection apparatus that reduces the variation in the fuel pressure in an accumulator at the starting time of each fuel injecting operation without a need to pump fuel from a fuel pump every time fuel is injected into a cylinder, It is also an object of the invention to provide a control method for the accumulator-type fuel injection apparatus.
  • an accumulator-type fuel injection apparatus having a pressure-accumulating chamber that is connected to a plurality of fuel injection valves corresponding to cylinders of an engine, wherein fuel is supplied from the pressure-accumulating chamber into the cylinders via the corresponding fuel injection valves,
  • the apparatus includes a fuel pump that pumps fuel into the pressure-accumulating chamber.
  • the apparatus also includes a device for controlling the fuel pump so that fuel is pumped to the pressure-accumulating chamber during an earlier fuel injecting operation of at least two consecutive fuel injecting operations, instead of during fuel injecting operations for all the cylinders.
  • the pumping of fuel is performed during an earlier fuel injecting operation of at least two consecutive fuel injecting operations, rather than during the fuel injecting operations for all the cylinders, a minimum size of the fuel pump and a minimum cost thereof can be achieved while securing good durability of the fuel pump. Furthermore, by adjusting the fuel pumping timing of the fuel pump relative to the fuel injecting timing, the variation in the fuel injection pressure can be reduced.
  • an internal combustion engine 1 has, for example, four cylinders C1, C2, C3, C4.
  • Each cylinder of the engine 1 is provided with a fuel injection valve 2 that injects fuel directly into a combustion chamber defined in each cylinder.
  • Each fuel injection valve 2 is formed by an electromagnetic fuel injection valve and is controlled in accordance with an output signal from an electronic control unit 40.
  • fuel injection into the cylinders C1-C4 is performed in the order of C1-C3-C4-C2.
  • Fuel passages connected to the fuel injection valves 2 are connected to a common pressure accumulator, that is, a common rail 3.
  • the common rail 3 is connected to an ejection side of a fuel pump 5 by a high-pressure pipe 4.
  • a suction-side of the fuel pump 5 is connected by a low-pressure pipe 6 to a feed pump 8 disposed in a fuel tank 7.
  • a fuel filter 9 is disposed in the low-pressure pipe 6.
  • the common rail 3 and the fuel tank 7 are also interconnected by a return pipe 10 in which a check valve 11 is disposed so as to allow fuel to flow only in the direction from the common rail 3 toward the fuel tank 7.
  • the check valve 11 normally remains closed. When the fuel pressure in the common rail 3 becomes excessively high, the check valve 11 opens to reduce the fuel pressure in the common rail 3.
  • the fuel pump 5 is formed by an engine-driven in-line pump equipped with a pair of plungers, that is, first and second plungers.
  • Fig. 2 which only illustrates the first plunger 22 for exemplary purposes, the plunger 22 is slidably disposed in a plunger insert hole 21 formed in a housing 20.
  • the plunger 22 is driven by a cam 23 that has only one cam nose.
  • a high-pressure chamber 24 is defined in the insert hole 21 by the plunger 22 and communicates with a low-pressure chamber 25 via a communication hole 26.
  • the communication hole 26 is opened and closed by a fuel control valve 27 that is controlled by a solenoid coil 28.
  • the high-pressure chamber 24 is connected to the high-pressure pipe 4 by a high-pressure passage 29.
  • a check valve 30 is disposed in the fuel injection valve 2 so as to allow fuel flow only in a direction from the high-pressure chamber 24 toward the high-pressure pipe 4.
  • the low-pressure chamber 25 is connected at one side thereof to the low-pressure pipe 6 by a low-pressure passage 31, and at another side thereof to the return pipe 10 by a return passage 32.
  • a check valve 33 is disposed in the return passage 32 so as to allow fuel flow only in a direction from the low-pressure chamber 25 toward the return pipe 10.
  • the solenoid coil 28 is controlled in accordance with an output signal from the electronic control unit 40.
  • the fuel control valve 27 When the solenoid coil 28 is energized, the fuel control valve 27 is raised, so that the fuel control valve 27 closes the communication hole 26. When the solenoid coil 28 is de-energized, the fuel control valve 27 is lowered by a compression spring 34, so that the fuel control valve 27 opens the communication hole 26.
  • the lowering timing of the fuel control valve 27 is delayed. As a result, the amount of fuel that returns from the high-pressure chamber 24 to the low-pressure chamber 25 increases and, after a predetermined time, the amount of fuel pumped out of the high-pressure chamber 24 decreases.
  • the lowering timing of the fuel control valve 27 is advanced, As a result, the amount of fuel that returns from the high-pressure chamber 24 to the low-pressure chamber 25 decreases and, after some time, the amount of fuel pumped out of the high-pressure chamber 24 increases.
  • the amount of fuel pumped from the fuel pump 5 toward the common rail 3 is controlled, In this embodiment, the amount of fuel pumped out of the fuel pump 5 is controlled so that the fuel injection pressure becomes equal to a target fuel pressure.
  • a pair of cams for driving the first and second plungers are formed on a common cam shaft 23a.
  • the cam shaft 23a is rotated at half the engine revolution speed.
  • Each cam 23 has only one cam nose.
  • the cam noses of the cams 2 are shifted in phase from each other by 360° in crank angle, hereinafter referred to as "CA". Therefore, for every two rotations of the crankshaft (not shown), each plunger pumps out fuel once. The two fuel pumping operations are shifted from each other by 360° CA.
  • the electronic control unit 40 is formed by a digital computer having a read-only memory (ROM) 42, a random access memory (RAM) 43, a micro-processor or central processing unit (CPU) 44, a backup RAM (B-RAM) 45 always connected to a power source, an input port 46, and an output port 47.
  • the common rail 3 is provided with a pressure sensor 48 that generates an output voltage proportional to the fuel pressure in the common rail 3.
  • An accelerator pedal (not shown) is provided with a depression amount sensor 49 that generates an output voltage proportional to the amount of depression of the accelerator pedal.
  • the output voltages from the sensors 48, 49 are inputted to the input port 46 via respectively corresponding A/D converters 50.
  • An engine revolution speed sensor 51 that generates pulses indicating the engine revolution speed is also connected to the input port 46.
  • the output port 47 is connected to the fuel injection valve 2 and the solenoid coil 28 of the fuel pump 5 via corresponding drive circuits (drivers) 52.
  • the fuel pumping is performed once for two fuel injecting operations. That is, since four fuel injecting operations are performed for every 720°CA in the internal combustion engine shown in Fig. 1, the fuel pumping timing is set so that the fuel pumping is performed once for every 360°CA. By setting the fuel pumping timing in this manner, the fuel pumping is performed once for two fuel injecting operations. As a result, it becomes possible to ensure a minimum size of the fuel pump 5 and a minimum cost of the apparatus while securing good durability of the fuel pump 5. In this embodiment, it is also possible to consider that the fuel pumping timing is set so that the time interval of fuel pumping becomes longer than the time interval of fuel injection.
  • the time chart of Fig. 3 illustrates an example in which the fuel pumping timing is unsuitably set.
  • the chart indicates execution (ON) and discontinuation (OFF) of fuel injection, the fuel pressure FP in the common rail 3, execution (ON) and discontinuation (OFF) of fuel pumping, and the plunger lift PL.
  • a solid line indicates the lift of the first plunger
  • a broken line indicates the lift of the second plunger.
  • the fuel pressure FP decreases at the time of a fuel injecting operation I1' for the cylinder C1.
  • the fuel pressure FP further decreases at the time of a fuel injecting operation I3' for the cylinder C3.
  • a fuel pumping operation P1' is performed to increase the fuel pressure.
  • a fuel injecting operation I4' for the cylinder C4 is performed, followed by a fuel injecting operation I2' for the cylinder C2.
  • a fuel pumping operation P2' is performed.
  • the fuel injecting operation I1' for the cylinder C1 is performed again.
  • the fuel pumping operation P1' is performed.
  • a large pressure difference PD' occurs between the fuel injection pressure for the cylinder C1 and the fuel injection pressure for the cylinder C3.
  • Such pressure differences indicate or represent the fuel injection pressures for the individual cylinders.
  • the fuel injection pressure for the individual cylinders varies to a great extent.
  • the variation in the fuel injection pressure for the individual cylinders can be reduced by suitably adjusting the fuel pumping timing relative to the fuel injecting timing.
  • the fuel pumping timing relative to the fuel injecting timing is set so as to reduce the variation in the fuel injection pressure for the individual cylinders, The embodiment of the invention will be described in detail below with reference to Fig. 4.
  • Fig. 4 is a time chart illustrating the fuel pumping timing of the preferred embodiment of the invention.
  • the fuel pressure decreases at the time of a fuel injecting operation I1 for the cylinder C1.
  • a fuel pumping operation P1 is started.
  • the fuel pressure FP decreases, during the next fuel injecting operation, that is, a fuel injecting operation I3 for the cylinder C3, the fuel pressure FP starts increasing again after the end of the fuel injecting operation I3 for the cylinder C3 since the fuel pumping operation P1 is continuing.
  • the fuel pressure FP is kept at a constant level until the fuel injecting operation I4 for the cylinder C4 starts.
  • a fuel pumping operation P2 is started. Subsequently, the fuel injecting operation I2 for the cylinder C2 is started. After the fuel injecting operation I2 for the cylinder C2 ends, the fuel pumping operation P2 ends.
  • a fuel pumping operation is started before a fuel injecting operation starts.
  • the fuel pumping operation P1 is started before the fuel injecting operation I3 for the cylinder C3 starts. Therefore, the fuel injection pressure for the cylinder C3 can be sufficiently increased.
  • the fuel pumping operation P1 is continued until the fuel pressure FP reaches a sufficiently high level. Therefore, the subsequent fuel injection pressure for the cylinder C4 can be sufficiently increased.
  • the pressure difference PD between the fuel injection pressure for the cylinder C1 and the fuel injection pressure for the cylinder C3 can be maintained at a small value. That is, the variation in the fuel injection pressure for the individual cylinders can be reduced. Therefore, the variation in the amount of fuel supplied to the individual cylinders C1-C4 can be reduced. Furthermore, the deviation of the supply of fuel to the individual cylinders C1-C4 from a prescribed amount can be reduced.
  • the fuel pumping timing relative to the fuel injecting timing is set so that the pressure difference PD, representing the variation in the fuel injection pressure for the individual cylinders C1-C4, becomes smaller than a predetermined set value,
  • the set value is, for example, about 2 to 3 Mpa.
  • the fuel pumping timing is set so that each fuel pumping operation overlaps every other fuel injecting operation in such a manner that the fuel pumping operation starts before the start of the fuel injecting operation, and ends after the end of the fuel injecting operation, whereby the fuel pressure FP at the time of the start of the fuel injecting operation and the fuel pressure FP at the end of the fuel pumping operation is made smaller than a set value.
  • the fuel pumping timing so that a fuel pumping operation starts before a fuel injecting operation starts, and the fuel pumping operation ends before a next fuel injecting operation ends, whereby the fuel pressure FP at the time of the start of the fuel injecting operation and the fuel pressure FP at the end of the fuel injecting operation is made smaller than a set value. Furthermore, it is also possible to set the fuel pumping timing so that a fuel pumping operation starts after a fuel injecting operation starts, and the fuel pumping operation ends after a next fuel injecting operation ends, whereby the fuel pressure FP at the time of the start of the fuel injecting operation and the fuel pressure FP at the end of the fuel pumping operation is made smaller than a set value.
  • the fuel pump 5 is formed by an inline pump equipped with a pair of plungers
  • the fuel pump 5 may also be formed by any known or subsequently developed pump, such as, for example, a pump equipped with a single plunger, a distribution-type pump, and the like.
  • An accumulator-type fuel injection apparatus has a plurality of fuel injection valves for corresponding individual cylinders of an engine.
  • the fuel injection valves (2) are connected to a common pressure-accumulator chamber (3) that is connected to an ejection side of a fuel pump (5).
  • Fuel is pumped from the fuel pump (5) into the pressure-accumulator chamber (3) and then supplied into the cylinders via the corresponding fuel injection valves (2).
  • the fuel pumping timing of the fuel pump is set relative to the fuel injection timing so that a variation in fuel pressure in the pressure-accumulating chamber (3) at the time of start of a fuel injecting operation is smaller than a predetermined set value.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP99103574A 1998-06-01 1999-02-24 Akkumulator-Kraftstoffeinspritzvorrichtung und Steuerungsverfahren dafür Expired - Lifetime EP0962650B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP15131498A JP3446609B2 (ja) 1998-06-01 1998-06-01 蓄圧式燃料噴射装置
JP15131498 1998-06-01

Publications (3)

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EP0962650A2 true EP0962650A2 (de) 1999-12-08
EP0962650A3 EP0962650A3 (de) 2003-03-05
EP0962650B1 EP0962650B1 (de) 2005-05-25

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EP (1) EP0962650B1 (de)
JP (1) JP3446609B2 (de)
DE (1) DE69925415T2 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1598549A1 (de) * 2004-05-20 2005-11-23 Magneti Marelli Powertrain S.p.A. Verfahren zur Kraftstoffdirekteinspritzung in eine Brennkraftmaschine
EP1598548A1 (de) * 2004-05-20 2005-11-23 Magneti Marelli Powertrain S.p.A. Verfahren und Vorrichtung zur Kraftstoffdirekteinspritzung in eine Brennkraftmaschine
CN101713359A (zh) * 2008-10-01 2010-05-26 曼柴油机欧洲股份公司 具有带可以磁的方式促动的抽吸阀的高压泵的燃料喷射系统
WO2015169467A1 (de) * 2014-05-07 2015-11-12 Robert Bosch Gmbh Einspritzsystem sowie verfahren zum betreiben eines einspritzsystems
EP3499012A1 (de) * 2017-12-13 2019-06-19 Toyota Jidosha Kabushiki Kaisha Steuerungsvorrichtung für brennstoffpumpe und steuerungsverfahren dafür

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100612784B1 (ko) * 2002-01-31 2006-08-17 가부시키가이샤 덴소 축압식 연료 분사 시스템

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05106495A (ja) 1991-10-15 1993-04-27 Nippondenso Co Ltd 内燃機関の蓄圧式燃料噴射装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5058553A (en) * 1988-11-24 1991-10-22 Nippondenso Co., Ltd. Variable-discharge high pressure pump
US6142125A (en) * 1997-08-22 2000-11-07 Isuzu Motors Limited Supply pump for common rail fuel injection system

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05106495A (ja) 1991-10-15 1993-04-27 Nippondenso Co Ltd 内燃機関の蓄圧式燃料噴射装置

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1598549A1 (de) * 2004-05-20 2005-11-23 Magneti Marelli Powertrain S.p.A. Verfahren zur Kraftstoffdirekteinspritzung in eine Brennkraftmaschine
EP1598548A1 (de) * 2004-05-20 2005-11-23 Magneti Marelli Powertrain S.p.A. Verfahren und Vorrichtung zur Kraftstoffdirekteinspritzung in eine Brennkraftmaschine
US7063073B2 (en) 2004-05-20 2006-06-20 Magneti Marelli Powertrain, S.P.A. Method for the direct injection of fuel into an internal combustion engine
US7198034B2 (en) 2004-05-20 2007-04-03 Magneti Marelli Powertrain Spa Method and system for the direct injection of fuel into an internal combustion engine
CN101713359A (zh) * 2008-10-01 2010-05-26 曼柴油机欧洲股份公司 具有带可以磁的方式促动的抽吸阀的高压泵的燃料喷射系统
CN101713359B (zh) * 2008-10-01 2014-03-05 曼柴油机欧洲股份公司 具有带可以磁的方式促动的抽吸阀的高压泵的燃料喷射系统
WO2015169467A1 (de) * 2014-05-07 2015-11-12 Robert Bosch Gmbh Einspritzsystem sowie verfahren zum betreiben eines einspritzsystems
CN106460745A (zh) * 2014-05-07 2017-02-22 罗伯特·博世有限公司 喷射系统以及用于运行喷射系统的方法
EP3499012A1 (de) * 2017-12-13 2019-06-19 Toyota Jidosha Kabushiki Kaisha Steuerungsvorrichtung für brennstoffpumpe und steuerungsverfahren dafür
CN109915270A (zh) * 2017-12-13 2019-06-21 丰田自动车株式会社 用于燃料泵的控制装置及其控制方法
US10634085B2 (en) 2017-12-13 2020-04-28 Toyota Jidosha Kabushiki Kaisha Control device for fuel pump and control method thereof
CN109915270B (zh) * 2017-12-13 2021-11-05 丰田自动车株式会社 用于燃料泵的控制装置及其控制方法

Also Published As

Publication number Publication date
EP0962650A3 (de) 2003-03-05
DE69925415T2 (de) 2006-02-02
JPH11343896A (ja) 1999-12-14
DE69925415D1 (de) 2005-06-30
EP0962650B1 (de) 2005-05-25
JP3446609B2 (ja) 2003-09-16

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