EP1149239A1 - Kraftstoffversorgungssystem für eine brennkraftmaschine insbesondere eines kraftfahrzeugs - Google Patents
Kraftstoffversorgungssystem für eine brennkraftmaschine insbesondere eines kraftfahrzeugsInfo
- Publication number
- EP1149239A1 EP1149239A1 EP00910504A EP00910504A EP1149239A1 EP 1149239 A1 EP1149239 A1 EP 1149239A1 EP 00910504 A EP00910504 A EP 00910504A EP 00910504 A EP00910504 A EP 00910504A EP 1149239 A1 EP1149239 A1 EP 1149239A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- combustion engine
- pressure
- pump
- fuel
- 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
Links
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
- F02M59/38—Pumps characterised by adaptations to special uses or conditions
- F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
-
- 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
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/08—Feeding by means of driven pumps electrically driven
- F02M2037/085—Electric circuits therefor
- F02M2037/087—Controlling fuel pressure valve
Definitions
- the invention relates to a method for operating a fuel supply system for an internal combustion engine, in particular a motor vehicle, in which fuel is pumped by a pump into a pressure accumulator and injected directly into the internal combustion engine by injection valves. Furthermore, the invention relates to a fuel supply system for an internal combustion engine, in particular of a motor vehicle, with a pressure accumulator and a pump with which fuel can be supplied to the pressure accumulator, and with injection valves with which
- Fuel can be injected directly into the internal combustion engine.
- An internal combustion engine for example a motor vehicle, is subject to ever increasing demands
- Combustion chamber of the internal combustion engine is controlled and / or electronically, in particular with a computer-assisted control unit r ege 11 wi rd.
- Pressure accumulator is provided, into which the fuel is pumped by means of a pump and placed under a high pressure. From there, the fuel is then injected into the combustion chambers of the internal combustion engine via injection valves.
- the aforementioned high pressure is usually not present, or at least not immediately.
- the starting of the internal combustion engine must therefore be controlled and / or regulated separately.
- the object of the invention is a method for operating a fuel supply system for a
- This object is achieved according to the invention in a method or a fuel supply system of the type mentioned at the outset in that the pump generates a pressure in the pressure accumulator which is sufficient for injection within a short period of time, in particular within a few revolutions of the internal combustion engine.
- the internal combustion engine can be controlled and / or regulated essentially immediately in accordance with its normal operation.
- the invention thus enables the engine to be started under Conditions that correspond to the normal operation of the internal combustion engine.
- the sufficient pressure is generated within a few revolutions after starting the internal combustion engine.
- the starting of the internal combustion engine is thus further improved by means of the control and / or regulation in accordance with normal operation.
- the pump is coupled to the internal combustion engine, and the internal combustion engine is started at a speed in the range of the idling speed.
- the starter is preferably designed as a so-called starter generator.
- an electric pump is used to generate the pressure.
- This electric pump can preferably be switched on together with the ignition and thus preferably before the starter.
- the pressure required for normal operation in the pressure accumulator can thus be built up by the electric pump until the actual starting process.
- control element which is provided for a control unit of an internal combustion engine, in particular a motor vehicle.
- a program is stored on the control element, which is executable on a computing device, in particular on a microprocessor, and Execution of the method according to the invention is suitable.
- the invention is therefore implemented by a program stored on the control element, so that this control element provided with the program represents the invention in the same way as the method, for the execution of which the program is suitable.
- an electrical storage medium can be used as the control element, for example a read-only memor.
- Figure 1 shows a schematic representation of a
- FIG. 1 shows a fuel supply system 1 which is intended for use in an internal combustion engine of a motor vehicle.
- the fuel supply system 1 is a so-called common rail system, which is used in particular in an internal combustion engine with gasoline direct injection.
- the fuel supply system 1 has a pressure accumulator 2, which is provided with a pressure sensor 3 and a pressure control valve (DSV) 4.
- the pressure accumulator 2 is connected to a mechanical high-pressure pump 6 via a pressure line 5.
- the high-pressure pump 6 is coupled to the internal combustion engine and generates a high pressure when the internal combustion engine is rotating.
- the high-pressure pump 6 is connected to the pressure control valve 4 via a pressure line 8.
- the pressure control valve 4 and thus also the high pressure pump 6 is connected to an electric fuel pump 10, which is suitable for drawing fuel from a fuel tank 11.
- the electric fuel pump 10 generates pressure as soon as a voltage is applied to it. This is the case at least briefly when the ignition of the motor vehicle is switched on.
- the fuel supply system 1 has four injection valves 13, which are connected to the pressure accumulator 2 via pressure lines 14.
- the injection valves 13 are suitable for injecting fuel into corresponding combustion chambers of the internal combustion engine.
- the pressure sensor 3 is connected to a control unit 16, to which a plurality of signal lines other than input lines are further connected.
- the fuel pump 10 is connected by means of a signal line 17 and the pressure control valve 4 is connected to the control unit 16 via a signal line 18.
- the injection valves 13 are connected to the control unit 16 by means of signal lines 19.
- the fuel is pumped by the fuel pump 10 out of the fuel tank 11 to the high-pressure pump 6.
- a pressure is generated in the pressure accumulator 2, which is measured by the pressure sensor 3 and can be controlled and / or regulated to a desired value by a corresponding actuation of the pressure control valve 4 and / or control of the fuel pump 10.
- Injectors 13 the fuel is then injected into the combustion chambers of the internal combustion engine.
- the pressure in the pressure accumulator 2 is essential for the dimensioning of the fuel quantity to be injected into the respective combustion chamber.
- This pressure in the pressure accumulator 2 can be controlled and / or regulated by the control device 16.
- control unit 16 controls, for example, the pressure control valve 4 in its closed state, so that the high pressure pump 6 and fuel pump 10 generate an ever increasing pressure in the pressure accumulator 2.
- This increasing pressure can be measured by the pressure sensor 3.
- control unit 16 increases the speed of the fuel pump 10, which leads to an increased delivery capacity of the fuel pump 10 and an increased pressure in the pressure accumulator 2.
- the increase in this pressure and thus the increase in the speed or the delivery rate of the fuel pump 10 can also be determined via the pressure sensor 3.
- control unit 16 To start the internal combustion engine, a number of special boundary conditions must be taken into account. This is carried out by the control unit 16 using the following method, which is illustrated in FIG. 2. The individual steps of the method can, for example, be modules of one Program or the like can be implemented in the control unit 16.
- the ignition of the internal combustion engine is switched on at the time t1, but the starter does not yet perform a rotary movement. This is equivalent to the fact that a user of the motor vehicle wants to start the internal combustion engine, but the internal combustion engine does not yet perform a rotary movement. From time t1 to time t2, the ignition remains switched on and the starter has not yet been actuated.
- the pressure control valve 4 is or remains closed in the period between the times t1 and t2. For this purpose, a preferably constant cycle ratio K is given to the pressure control valve 4 via the signal line 18.
- the starter causes the internal combustion engine to rotate.
- the starter is preferably a so-called starter generator or the like.
- the speed N of the internal combustion engine is not equal to zero and rises rapidly.
- the starter reaches the idling speed NL of the internal combustion engine within a short period of time, preferably within a few revolutions of the internal combustion engine.
- a pulse duty factor N is given via the signal line 18 to the pressure control valve 4, which is generated in accordance with normal operation of the internal combustion engine.
- This normal operation has already been explained. Due to the idling speed of the internal combustion engine already present after a few revolutions of the starter, the pressure accumulator 2 immediately generates a high pressure. At this high pressure, the control and / or regulation of the internal combustion engine leads to the engine being started in accordance with normal operation.
- the pressure control valve 4 can be opened or closed in any state.
- the pressure control valve 4 is closed. This state is maintained until time t2, that is, until the starter is actuated.
- the pressure in the pressure accumulator 2 during this period is thus dependent on the pressure existing before the time t1 and on the pressure generated by the electric fuel pump 10.
- the pressure control valve 4 is controlled and / or regulated in accordance with normal operation of the internal combustion engine.
- the electric fuel pump 10 is switched on. Due to the idling speed of the starter, the high-pressure pump 6 comes into effect essentially immediately. So that's the
- Pressure in the pressure accumulator 2 largely from the time t2 dependent on the high pressure pump 6.
- the pressure in the pressure accumulator 2 thus almost immediately reaches its value present in normal operation, so that the pressure required for injecting fuel via the injection valves 13 into the combustion chambers of the internal combustion engine is also present almost immediately.
- High pressure pump 6 ' This electrical high-pressure pump 6 'is connected to the control unit 16 via the signal line 17' shown in dashed lines in FIG.
- Time tl and t2 coincide, so the pressure reaches in the pressure accumulator 2 after just a few revolutions of the internal combustion engine, that is to say almost immediately its value existing in normal operation. In this case, too, the internal combustion engine can be operated in normal operation from time t2.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19903272A DE19903272A1 (de) | 1999-01-28 | 1999-01-28 | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE19903272 | 1999-01-28 | ||
PCT/DE2000/000229 WO2000045047A1 (de) | 1999-01-28 | 2000-01-27 | Kraftstoffversorgungssystem für eine brennkraftmaschine, insbesondere eines kraftfahrzeugs |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1149239A1 true EP1149239A1 (de) | 2001-10-31 |
EP1149239B1 EP1149239B1 (de) | 2003-04-16 |
Family
ID=7895598
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00910504A Expired - Lifetime EP1149239B1 (de) | 1999-01-28 | 2000-01-27 | Kraftstoffversorgungssystem für eine brennkraftmaschine insbesondere eines kraftfahrzeugs |
Country Status (6)
Country | Link |
---|---|
US (1) | US6712044B1 (de) |
EP (1) | EP1149239B1 (de) |
JP (1) | JP2002539349A (de) |
DE (2) | DE19903272A1 (de) |
ES (1) | ES2197080T3 (de) |
WO (1) | WO2000045047A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1178205A2 (de) * | 2000-08-03 | 2002-02-06 | Robert Bosch Gmbh | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10038565C2 (de) * | 2000-08-03 | 2002-08-14 | Bosch Gmbh Robert | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE10038560B4 (de) * | 2000-08-03 | 2006-06-29 | Robert Bosch Gmbh | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE10042356A1 (de) * | 2000-08-29 | 2002-03-14 | Siemens Ag | Verfahren zur Verkürzung der Startzeit bei Brennkraftmaschinen mit Speichereinspritzsystem |
JP4587557B2 (ja) * | 2000-11-15 | 2010-11-24 | ヤマハ発動機株式会社 | 小型船舶の内燃機関における燃料供給装置 |
JP3908480B2 (ja) * | 2001-05-16 | 2007-04-25 | ボッシュ株式会社 | 燃料噴射装置における動作制御方法及び燃料噴射装置 |
US7318414B2 (en) * | 2002-05-10 | 2008-01-15 | Tmc Company | Constant-speed multi-pressure fuel injection system for improved dynamic range in internal combustion engine |
JP2004218571A (ja) * | 2003-01-16 | 2004-08-05 | Aisan Ind Co Ltd | エンジンの燃料供給装置 |
JP4090382B2 (ja) * | 2003-04-21 | 2008-05-28 | 株式会社日立製作所 | 筒内噴射式内燃機関の燃料供給装置 |
DE102004016943B4 (de) * | 2004-04-06 | 2006-06-29 | Siemens Ag | Verfahren zum Steuern einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine |
US8807115B2 (en) | 2009-05-14 | 2014-08-19 | Advanced Diesel Concepts, Llc | Compression ignition engine and method for controlling same |
US7861684B2 (en) * | 2009-05-14 | 2011-01-04 | Advanced Diesel Concepts Llc | Compression ignition engine and method for controlling same |
DE102019112754B4 (de) * | 2019-05-15 | 2021-06-24 | Man Energy Solutions Se | Verfahren und Steuerungseinrichtung zum Betreiben einer Common-Rail Kraftstoffversorgungsanlage |
DE102020206493A1 (de) * | 2020-05-25 | 2021-11-25 | Hyundai Motor Company | Kraftstoffpumpe für ein Flüssigkraftstoff-Einspritzsystem eines Kraftfahrzeugs |
DE102020213200A1 (de) | 2020-10-20 | 2022-04-21 | Robert Bosch Gesellschaft mit beschränkter Haftung | Verfahren zur Fehlererkennung beim Betrieb eines Kraftstoffversorgungssystems |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AT380540B (de) * | 1982-02-12 | 1986-06-10 | Steyr Daimler Puch Ag | Kraftstoffeinspritzanlage fuer eine elektrische, ein startschloss umfassende anlasseinrichtung aufweisende kraftfahrzeug-dieselmotoren |
US5598817A (en) * | 1993-09-10 | 1997-02-04 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Fuel feeding system for internal combustion engine |
JPH08210209A (ja) * | 1995-02-06 | 1996-08-20 | Zexel Corp | 高圧燃料噴射装置 |
WO1997008439A1 (de) * | 1995-08-31 | 1997-03-06 | Isad Electronic Systems Gmbh & Co. Kg | Antriebssystem mit antriebsmotor, elektrischer maschine und batterie |
DE19607070B4 (de) * | 1996-02-24 | 2013-04-25 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
JP3333407B2 (ja) * | 1996-10-17 | 2002-10-15 | 株式会社ユニシアジェックス | 直噴式ガソリン内燃機関の燃料供給装置 |
FR2763100B1 (fr) * | 1997-05-09 | 1999-07-23 | Magneti Marelli France | By-pass de delestage pour pompe a injection directe a haute pression |
DE19753155A1 (de) * | 1997-11-29 | 1999-06-02 | Mannesmann Rexroth Ag | Kraftstoffversorgungssystem für eine Brennkraftmaschine und darin verwendete Hochdruckpumpe |
-
1999
- 1999-01-28 DE DE19903272A patent/DE19903272A1/de not_active Ceased
-
2000
- 2000-01-27 DE DE50001789T patent/DE50001789D1/de not_active Expired - Lifetime
- 2000-01-27 WO PCT/DE2000/000229 patent/WO2000045047A1/de active IP Right Grant
- 2000-01-27 ES ES00910504T patent/ES2197080T3/es not_active Expired - Lifetime
- 2000-01-27 EP EP00910504A patent/EP1149239B1/de not_active Expired - Lifetime
- 2000-01-27 US US09/890,350 patent/US6712044B1/en not_active Expired - Fee Related
- 2000-01-27 JP JP2000596268A patent/JP2002539349A/ja active Pending
Non-Patent Citations (1)
Title |
---|
See references of WO0045047A1 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1178205A2 (de) * | 2000-08-03 | 2002-02-06 | Robert Bosch Gmbh | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
EP1178205A3 (de) * | 2000-08-03 | 2004-01-02 | Robert Bosch Gmbh | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
Also Published As
Publication number | Publication date |
---|---|
JP2002539349A (ja) | 2002-11-19 |
WO2000045047A1 (de) | 2000-08-03 |
US6712044B1 (en) | 2004-03-30 |
ES2197080T3 (es) | 2004-01-01 |
EP1149239B1 (de) | 2003-04-16 |
DE19903272A1 (de) | 2000-08-03 |
DE50001789D1 (de) | 2003-05-22 |
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