EP1178205B1 - Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile - Google Patents

Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile Download PDF

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Publication number
EP1178205B1
EP1178205B1 EP20010116806 EP01116806A EP1178205B1 EP 1178205 B1 EP1178205 B1 EP 1178205B1 EP 20010116806 EP20010116806 EP 20010116806 EP 01116806 A EP01116806 A EP 01116806A EP 1178205 B1 EP1178205 B1 EP 1178205B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
pump
control valve
internal combustion
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.)
Expired - Lifetime
Application number
EP20010116806
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German (de)
English (en)
Other versions
EP1178205A3 (fr
EP1178205A2 (fr
Inventor
Klaus Joos
Jens Wolber
Thomas Frenz
Hansjoerg Bochum
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Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP1178205A3 publication Critical patent/EP1178205A3/fr
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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
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3082—Control of electrical fuel pumps
    • 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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to a method for operating a fuel supply system for an internal combustion engine, in particular of a motor vehicle, in which fuel is pumped by a pump into a pressure accumulator and injected by injection valves directly into the internal combustion engine. 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 the pressure accumulator fuel is supplied, and injectors with which fuel is injected directly into the internal combustion engine. Furthermore, the invention relates to a control device for an internal combustion engine, in particular of a motor vehicle, as well as a storage medium for a control unit of an internal combustion engine, in particular of a motor vehicle.
  • BDE gasoline direct injection
  • a method and a device for controlling an internal combustion engine with high-pressure injection, in particular for internal combustion engines with auto-ignition is known.
  • fuel is conveyed by a prefeed pump into a low-pressure region and conveyed by a high-pressure pump into a high-pressure region, a so-called common rail.
  • the prefeed pump conveys the fuel from a fuel tank, the tank, into a low pressure area and is designed as an electric fuel pump.
  • a pressure relief valve is arranged, which directs fuel from the low pressure region back into the tank of the motor vehicle when exceeding a certain pressure.
  • a pressure sensor is arranged, which detects the pressure in the common rail.
  • a pressure regulating valve is arranged between the high-pressure region and the tank of the motor vehicle, said pressure regulating valve being dependent on a driving current above a certain adjustable pressure Fuel from the high pressure area flows back into the tank. It is envisaged that the electric fuel pump is controlled in accordance with a drive signal in the speed to adjust the flow rate to the current needs of the engine. In case of system errors, the pressure control valve can be used as an emergency valve for quickly lowering the pressure in the common rail.
  • the DE 198 53 823 A1 discloses a method for operating an internal combustion engine, in particular a motor vehicle, in which the fuel from a first, usually driven by an electric motor fuel pump and by a second, usually mechanical high-pressure pump is fed into a pressure accumulator of the internal combustion engine.
  • the pumped amount of fuel is here by a corresponding influence of the electric motor driven first fuel pump changeable.
  • the pressure accumulator each required amount of fuel is supplied.
  • the delivery rate of the first fuel pump is controlled in dependence on the amount of fuel to be injected and / or the speed of the internal combustion engine and / or the temperature of the intake air and / or the battery voltage via a map.
  • the possibility is revealed of matching the characteristic map with each starting process of the internal combustion engine.
  • the actual value of the pressure in the accumulator is measured and compared with a desired value of the pressure in the pressure accumulator as a function of the required amount of fuel.
  • the characteristic map is adjusted.
  • the pressure in the pressure accumulator is detected by a pressure sensor arranged in the high-pressure circuit.
  • a pressure control valve which conveys excess fuel back into the tank of the motor vehicle.
  • the pressure control valve can be opened and closed via an input signal.
  • an electronic control device to which the output signal of the pressure sensor is connected and which generates the input signals for the first fuel pump and for the pressure control valve.
  • the fuel is injected by means of injection valves directly into the combustion chamber of the internal combustion engine.
  • a pressure sensor and a pressure control valve are also arranged. Both the electric high pressure pump and the pressure sensor, the injectors and the Pressure control valve are connected to a control unit, which carries out, inter alia, due to the data supplied by the pressure sensor at least the control of the electric high-pressure pump, the injection valves and the pressure control valve.
  • the possibility is disclosed to regulate the speed of the electric fuel pump according to the required delivery rate.
  • the control of the pressure control valve is carried out with different for each constant duty cycle, which are selected according to the operating condition, such as start or normal operation.
  • a high-pressure injection system is known in which the fuel pressure in the high pressure region is adjusted via an electrically operated fuel pump.
  • a so-called PID controller is provided which adjusts the speed and thus the delivery rate of the fuel pump in dependence on a predetermined desired fuel pressure.
  • gain factors of the PID control is intended to set gain factors of the PID control as a function of the demand demand.
  • a method for operating a fuel supply system for an internal combustion engine, in particular of a motor vehicle in which at least one first pump fuel is conveyed in a first pressure range, wherein at least one second, electrically operated pump, the fuel from the first pressure range in a second pressure range with at least a pressure accumulator is conveyed, in which injectors with the fuel from the second pressure range is injected directly into a combustion chamber, wherein the pressure in the second pressure range is detected with a pressure sensor, arranged at the pressure with a pressure control valve at the second pressure range is, the pressure in the second pressure range is controlled and in which a drive signal for the control of the pressure control valve is generated, compared to the prior art by the type of demand-driven control of the second pump in their speed further developed.
  • the advantage of the method according to the invention is that the demand-driven control of the second pump, with unrestricted function of the internal combustion engine, an energy saving of the entire system, so the motor vehicle is possible.
  • This is in particular because the electrically driven second pump, which is practically a high-pressure pump, has a very high energy requirement.
  • an amount of fuel required by the engine is determined and determines a target speed for the second pump at least from this fuel quantity required by the engine.
  • the pressure control means requires a certain overflow amount which flows back into the first pressure range via the pressure control means.
  • the target speed for the second pump must be such that at least the fuel required for the combustion in the combustion chambers of the engine and the fuel for the overflow of the pressure control means in the second pressure range is conveyed.
  • the target rotational speed determined in this way can be subjected to a safety and / or correction factor and / or with a safety and / or correction offset.
  • the first pump is controlled and / or regulated such that at least the fuel quantity required by the engine is conveyed into the first pressure range.
  • This control of the first pump according to the invention represents a pilot control, which additionally contributes to the energy saving of the overall system, that is to say the fuel consumption of the motor vehicle.
  • the drive signal for the control of the pressure control means is formed from the sum of two independent partial signals.
  • the first part signal is advantageously formed at least as a function of a pressure actual value and an operating point-dependent pressure target value in the second pressure range.
  • the second partial signal is advantageously determined at least as a function of inflowing and outflowing fuel mass into or out of the pressure accumulator, wherein the second partial signal is taken from an applicable map.
  • a development of the fuel supply system provides that the pressure control means and the second pump form a structural unit or that the pressure control means is integrated in the second pump.
  • the advantage of such a structural unit lies in the flexible arrangement of the unit within the engine compartment.
  • advantages in the layout in the engine compartment are advantages in the layout in the engine compartment.
  • a preferred development of the fuel supply system provides that the combustion chamber at least one ignition device is assigned, by means of which the fuel is ignitable in the combustion chamber. Also advantageous is a design of the internal combustion engine such that the fuel in the combustion chamber at least in a first mode during a compression phase and in a second mode during an intake phase is injectable.
  • the use of direct injection and the injection in the two different operating modes in combination with the fuel supply system according to the invention results in a particularly fuel-efficient, space-saving and cost-effective design of the internal combustion engine.
  • a program is stored on a storage medium for the control unit of the internal combustion engine, in particular a motor vehicle, the execution of the steps of the method for operating a fuel supply system for an internal combustion engine in particular of a motor vehicle on a computing device, in particular on a microprocessor in the control unit continuously.
  • the invention is thus realized by a program stored on the storage medium, so that this storage medium provided with the program represents the invention in the same way as the method which the program is suitable for executing.
  • an electrical storage medium may be used as the storage medium, for example a read-only memory (ROM) or an EPROM.
  • FIG. 1 shows a first embodiment of the device according to the invention.
  • a first pump 2 is arranged, which is usually designed as an electric fuel pump.
  • the electric fuel pump 2 is connected via a control line 4 to the engine control unit 3. Via the control line 4, the engine control unit, for example, influence the speed and thus take on the flow rate of the electric fuel pump 2.
  • the electric fuel pump 2 conveys the fuel from the tank 1 via a first pressure line 5 to a second pump 6.
  • the second pump 6, which is designed as an electrically driven high pressure pump, is connected via a control line 7 to the engine control unit 3.
  • the high-pressure electric pump 6 conveys the fuel via a second pressure line 8 into a pressure accumulator 9, a so-called common rail 9.
  • the high-pressure fuel passes via pressure lines 10 to injectors 11 (also called injectors) by means of of which the fuel is injected directly into a combustion chamber 12.
  • injectors 11 also called injectors
  • these are each connected via a control line 13 to the engine control unit 3.
  • a pressure sensor 14 is arranged in the second pressure range, which transmits a signal representing a pressure in the common rail 9 via the signal line 15 to the engine control unit 3.
  • a pressure-regulating and / or controlling means 16 is arranged in the region of the common rail 9.
  • the pressure regulating and / or controlling means 16 is designed as a pressure control valve.
  • the fuel flowing off from the pressure control valve 16 passes through a fuel line 18 back into the first pressure range 5, ie in the area in front of the second pump 6.
  • the pressure control valve 16 is connected via a control line 17 to the engine control unit 3. Via the control line 17, the engine control unit 3 can influence the parameters of the valve 16. This can be, for example, the setting of a predetermined pressure level in the common rail 9, beyond which the overpressure which would arise in the common rail is reduced by the fact that the fuel via the pressure control valve 16 flows back into the first pressure range (overflow).
  • the core of the fuel supply system according to the invention is a speed control device 19 for controlling the electric high-pressure pump 6.
  • the speed control device 19 is connected to a control line 20 to the engine control unit 3.
  • a corresponding control of the electric high-pressure pump 6 is made via line 21.
  • the electrically driven high-pressure pump 6 may be, for example, an asynchronous electric motor which is coupled to a mechanical pump. It is also within the scope of the fuel supply system according to the invention that the high-pressure pump unit 6 is arranged structurally separate from the engine block 23 enclosing the combustion chamber. By this arrangement, there are thermal advantages, especially in hot start situations and advantages in terms of the flexibility in installing the system in an engine compartment of a motor vehicle (better packaging possible).
  • a quantity control valve which can be controlled via the control line 7, which connects the engine control unit 3 to the high-pressure pump unit 6. By using a quantity control valve within the high-pressure pump unit 6, it is possible, via a drive signal, to set the amount of fuel supplied to the high-pressure pump unit 6.
  • the controller referred to in the previous versions as the engine control unit 3 can of course be a special controller in the general case, which has only the control of the components of the fuel supply system as a task.
  • the control unit 3 can also be combined together with the speed control device 19 and the high pressure pump 6 to form a single structural unit.
  • the combination of these components into a single control, regulation and pump unit offers particular advantages in packaging in the engine compartment and brings the advantage for the motor vehicle manufacturer to equip an existing engine concept particularly easy and flexible with a new high-pressure fuel supply system.
  • control unit 3 is the central engine control unit of the motor vehicle
  • various other signal lines 22 are indicated which serve to perceive the further functions of the engine control unit 3.
  • control unit 3 is according to the invention, a storage medium on which a program is stored, that the execution of the previously described function as well as the function of the method according to the invention in the further in the context of FIGS. 3 to 5 is explained in more detail, allows.
  • each combustion chamber is assigned at least one spark plug, by means of which the fuel in the combustion chamber 12 can be ignited.
  • the spark plugs, of which at least one per combustion chamber / cylinder 12 of the internal combustion engine is arranged, are shown in the illustration FIG. 1 (and also FIG. 2 ) Not shown.
  • Such systems offer the possibility of injecting the fuel at least in a first operating mode during a compression phase and in a second operating mode during an intake phase.
  • the second mode of operation during which it is injected into the intake phase of the respective combustion chamber 12, corresponds approximately to the homogeneous air-gas mixture which enters the combustion chamber in the context of conventional (non-direct) injection.
  • the first mode during which it is injected into the compression phase of the combustion chamber is also referred to as stratified charge or stratified charge.
  • the shift operation is particularly suitable when no high power requirements are placed on the internal combustion engine. In this case, the internal combustion engine usually has a lower fuel requirement than in homogeneous operation.
  • the fuel supply system according to the invention is particularly well suited during the shift operation to supply the internal combustion engine on demand with the necessary fuel. This means that, in particular during the shift operation, both the rotational speed of the prefeed pump 2 and the rotational speed of the high-pressure pump 6 can be reduced, which leads to a significantly reduced energy requirement of the pumps 2 and / or 6. Another advantage is that during operation with reduced speed of the pumps 2 and / or 6, the load for the respective pump is not as high as at maximum speed and thus can be assumed to have a longer life of the pump 2 and / or 6 , The integrated in the high pressure pump 6 quantity control valve is also controlled accordingly reduced.
  • FIG. 2 shows a second embodiment of the device according to the invention, in which the same elements are identified by the identical reference numerals.
  • the pressure control valve 16 ' which is integrated in this second embodiment in the high-pressure pump unit 6 and is attached to the high-pressure pump unit 6.
  • the excess fuel can flow via the line 18' back into the first pressure range 5 in front of the high-pressure pump 6.
  • the control of the pressure control valve 16 ' via a control line 17', which connects the pressure control valve 16 'with the engine control unit 3.
  • the advantage of the integration of the pressure control valve 16 'in the high pressure pump unit 6 is that this creates a high pressure pump module that can be flexibly integrated into existing concepts of internal combustion engines. In other words, it is made easier for a motor vehicle manufacturer to convert an existing internal combustion engine to an internal combustion engine with high-pressure injection.
  • FIG. 3 shows an embodiment of the method according to the invention, wherein in FIG. 3 specifically the control of the pressure control valve 16 or 16 'is shown.
  • two partial signals 31 and 32 are formed in two determination units, which are summed up in a block 33 to form a total signal.
  • the input signals / input data required for the determination of the two partial signals from the determination units 31 and 32 are supplied by the engine control unit 3 directly or indirectly. Indirect here means that the data is not made available for example via a direct connection between the engine control unit 3 and the determination units 31 and 32, but that the transmission of data via a vehicle-bus system (CAN bus) takes place.
  • CAN bus vehicle-bus system
  • a partial signal is generated, which can be referred to as a control component, while in the determination unit 32, a partial signal is generated, which can be referred to as a pilot proportion.
  • the control component in the determination unit 31 is formed in dependence on the prevailing in the common rail 9 pressure-actual value and an operating point-dependent pressure-target value in the common rail 9.
  • the pressure-actual value of the common rail 9 is as in FIG. 1 explained with the pressure sensor 14 detected and passes through the control unit 3 to the determination unit 31.
  • the operating point-dependent pressure-target value in the common rail 9 can be taken, for example, an administered in the control unit 3 applicable map.
  • the pilot proportion, which is formed in the determination unit 32, is determined at least as a function of inflowing and outflowing fuel mass into and out of the pressure accumulator. The concrete determination of the inflowing or outflowing quantities of fuel into or out of the common rail 9 will be discussed in detail in the description FIG. 3 explained.
  • the composite signal is converted in step 34 into a corresponding control signal for the pressure control valve 16 or 16 '.
  • the resulting drive signal which is formed in step 34, may be, for example, a duty cycle, a pulse width modulation or, if a quantity control valve is used, for example an angle control between 0 and 180 °.
  • FIG. 4 shows the formation of the first partial signal for controlling the pressure control valve 16 or 16 ', in detail.
  • steps 41 and 42 represent the actual value detection of the pressure in the common rail 9, while the process step 44 symbolizes the target value formation of the pressure in the common rail 9.
  • step 43 the target actual control difference is formed from the difference between the setpoint and actual value of the pressure in the common rail 9.
  • step 45 the control difference, which has been determined in step 43, is converted with a PI controller or a PID controller into the corresponding first partial signal for controlling the pressure control valve 16 or 16 'and corresponding to the method step 33 FIG. 3 to hand over.
  • step 41 the pressure-characterizing signal of the pressure sensor 14 is thus detected and forwarded to the step 42 for filtering.
  • step 42 for example, a low-pass filtering takes place in order to filter out high-frequency interference from the pressure signal.
  • the result of step 42 is the actual signal of the pressure in the common rail 9, which is forwarded to step 43.
  • step 44 of the method according to the invention a desired value for the pressure in the common rail 9 is taken / formed in accordance with the current operating data from an operating point-dependent characteristic field, which is stored in the control unit 3, and transmitted to step 43.
  • step 32 after FIG. 3 was the pilot component for controlling the pressure control valve 16 and 16 ', inter alia, based on the inflowing or outflowing amount of fuel in or out of the common rail 9 determined.
  • the determination of the quantity balance required for this purpose is described below in the context of FIG. 5 explained.
  • step 51 the amount of fuel flowing to the common rail 9 is determined. This amount of fuel is proportional to the product of efficiency of the electric high-pressure pump 6, speed of the electric high-pressure pump 6 and duty cycle of the integrated in the high-pressure pump 6 quantity control valve (or an equivalent drive signal for the quantity control valve).
  • step 53 the fuel quantity is determined, which is injected via the injectors 11 into the combustion chambers of the internal combustion engine. This amount of fuel is proportional to the product of the determined in the engine control unit 3 amount of fuel per injection and the speed of the internal combustion engine.
  • step 55 the fuel quantity is determined, which flows via the pressure control valve 16 or 16 'back into the first pressure range in front of the electric high-pressure pump 6.
  • the corresponding overflowing amount of fuel of the pressure control valve is taken from an applicable map in the engine control unit 3 at least as a function of the drive signal or the duty cycle of the pressure control valve and the currently prevailing pressure in the common rail 9.
  • step 53 the fuel quantity determined in step 53 and fed to the common rail 9 in step 51 will be subtracted from the fuel mass determined in step 53 and discharged through the injection into the combustion chambers from the common rail 9.
  • step 54 The output signal of method step 52 is transmitted to a further differential element in step 54, in which, in addition, the overflow quantity of pressure control valve 16 or 16 'determined in step 55 is subtracted.
  • the result of method step 54 is the quantity of fuel effectively flowing in to the common rail 9, in practice thus the increase in the fuel quantity in the common rail 9.
  • Another possibility to improve the control for the fuel supply system in the context of the method according to the invention is that the speed of the high pressure pump 6 is taken into account in the feedforward control of the electric fuel pump 2.
  • an applicable map can be stored in the control unit 3, which determines a correction factor and / or a correction offset for the drive signal (for speed control) of the electric fuel pump in dependence on the specific target speed of the high-pressure pump 6.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (10)

  1. Procédé de gestion d'un système d'alimentation en carburant d'un moteur à combustion interne notamment d'un véhicule automobile selon lequel
    - avec au moins une première pompe (2) on fournit du carburant à une première zone de pression (5),
    - avec au moins une seconde pompe (6) électrique on transfère le carburant de la première zone de pression (5) dans une seconde zone de pression (8) ayant au moins un accumulateur de pression (9),
    - avec les injecteurs (11) on injecte directement du carburant de la seconde zone de pression (8, 9) dans une chambre de combustion (12),
    - avec un capteur de pression (14) on saisit la pression dans la seconde zone de pression (8, 9),
    - avec une vanne de commande de pression (16, 16') installée dans la seconde zone de pression (8, 9), on règle la pression dans la seconde zone de pression (8, 9),
    - et selon lequel on commande (19, 20, 21) la vitesse de rotation de la seconde pompe (6),
    caractérisé en ce qu'
    on génère (31, 32, 33, 34) un signal de commande pour commander la soupape de commande de pression et
    on détermine une vitesse de rotation de consigne de la seconde pompe (6) au moins en fonction de la quantité de carburant nécessaire à la combustion et de la quantité de débordement nécessaire à la vanne de commande de pression.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la première pompe (2) est commandée et/ou régulée pour qu'au moins la quantité de carburant nécessaire au moteur soit fournie à la première zone de pression (5).
  3. Procédé selon la revendication 1,
    caractérisé en ce que
    le signal de commande de la soupape de commande de pression (16, 16') est formé (33) à partir de la somme de deux signaux partiels indépendants.
  4. Procédé selon la revendication 3,
    caractérisé en ce que
    le premier signal partiel (31) est formé au moins en fonction d'une valeur réelle de pression (41, 42) et d'une valeur de consigne de pression (44) dépendant du point de fonctionnement dans la seconde région de pression (8, 9).
  5. Procédé selon la revendication 3,
    caractérisé en ce que
    le second signal partiel (32) est déterminé au moins en fonction de masses de carburant entrant (51) et sortant (53, 55) dans l'accumulateur de pression (9).
  6. Procédé selon la revendication 5,
    caractérisé en ce que
    le second signal partiel (32) est prélevé d'un champ de caractéristiques obtenu par application.
  7. Système d'alimentation en carburant d'un moteur à combustion interne, notamment d'un véhicule automobile, comprenant
    - au moins une première pompe (2) à l'aide de laquelle le carburant est fourni à une première zone de pression (5),
    - au moins une seconde pompe (6) à entraînement électrique à l'aide de laquelle le carburant est transféré de la première zone de pression (5) dans une seconde zone de pression (8) ayant au moins un accumulateur de pression (9),
    - des injecteurs (11) à l'aide desquels le carburant est injecté directement dans une chambre de combustion (12) à partir de la seconde zone de pression (8, 9),
    - un capteur de pression (14) par lequel on saisit la pression dans la seconde plage de pression (8, 9),
    - une soupape de commande de pression (16, 16') installée dans la seconde zone de pression (8, 9) à l'aide de laquelle on régule la pression dans la seconde zone de pression (8, 9),
    des premiers moyens (19, 20, 21) étant prévus à l'aide desquels on commande la vitesse de rotation de la seconde pompe (6),
    caractérisé en ce qu'
    un moyen (3) est prévu pour générer un signal de commande pour la soupape de commande de pression (.16, 16') et
    en ce que les premiers moyens (19 , 20, 21) sont installés pour que ces moyens (19, 20, 21) déterminent une vitesse de rotation de consigne pour la seconde pompe (6) en fonction au moins de la quantité de carburant nécessaire à la combustion et de la quantité de débordement nécessaire à la soupape de commande de pression.
  8. Système d'alimentation en carburant selon la revendication 7,
    caractérisé en ce que
    la soupape de commande de pression (16, 16') et la seconde pompe (6) forment une unité constructive ou encore la soupape de commande de pression (16, 16') est intégrée dans la seconde pompe (6).
  9. Appareil de commande d'un moteur à combustion interne, notamment d'un véhicule automobile,
    caractérisé par
    des moyens pour exécuter toutes les étapes du procédé selon au moins l'une des revendications 1 à 6.
  10. Support de mémoire pour un appareil de commande d'un moteur à combustion interne, notamment d'un véhicule automobile, sur lequel est enregistré en mémoire un programme qui, exécuté sur un appareil de calcul, notamment sur un microprocesseur de l'appareil de commande, assure en continu l'exécution de toutes les étapes du procédé selon l'une des revendications 1 à 6.
EP20010116806 2000-08-03 2001-07-10 Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile Expired - Lifetime EP1178205B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10038555 2000-08-03
DE2000138555 DE10038555A1 (de) 2000-08-03 2000-08-03 Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Publications (3)

Publication Number Publication Date
EP1178205A2 EP1178205A2 (fr) 2002-02-06
EP1178205A3 EP1178205A3 (fr) 2004-01-02
EP1178205B1 true EP1178205B1 (fr) 2008-05-14

Family

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EP20010116806 Expired - Lifetime EP1178205B1 (fr) 2000-08-03 2001-07-10 Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile

Country Status (4)

Country Link
EP (1) EP1178205B1 (fr)
JP (1) JP2002106400A (fr)
DE (2) DE10038555A1 (fr)
ES (1) ES2304363T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8539934B2 (en) 2008-04-10 2013-09-24 Bosch Corporation Injection abnormality detection method and common rail fuel injection control system
JP5235968B2 (ja) * 2010-10-26 2013-07-10 三菱電機株式会社 燃料供給システム

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2689226B2 (ja) * 1994-12-02 1997-12-10 株式会社ゼクセル 高圧燃料噴射装置用燃料ポンプ
JPH08210209A (ja) * 1995-02-06 1996-08-20 Zexel Corp 高圧燃料噴射装置
JP3265997B2 (ja) * 1996-08-20 2002-03-18 三菱自動車工業株式会社 内燃機関の制御装置
DE19739653A1 (de) * 1997-09-10 1999-03-11 Bosch Gmbh Robert Verfahren zum Erzeugen von unter Hochdruck stehendem Kraftstoff sowie System zur Kraftstoffhochdruckerzeugung
DE19742993C2 (de) * 1997-09-29 2000-03-02 Siemens Ag Verfahren zum Steuern des Kraftstoffdruckes in einem Kraftstoffverteiler
FR2775319B1 (fr) * 1998-02-26 2000-04-28 Sagem Dispositif d'injection directe de combustible pour moteur a combustion interne
JP2000008926A (ja) * 1998-06-29 2000-01-11 Hitachi Ltd 筒内噴射エンジンの燃料制御装置
DE19853823A1 (de) * 1998-11-21 2000-05-25 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19903272A1 (de) * 1999-01-28 2000-08-03 Bosch Gmbh Robert Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Also Published As

Publication number Publication date
DE10038555A1 (de) 2002-02-21
JP2002106400A (ja) 2002-04-10
EP1178205A3 (fr) 2004-01-02
DE50113962D1 (de) 2008-06-26
EP1178205A2 (fr) 2002-02-06
ES2304363T3 (es) 2008-10-16

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