EP1281860B1 - Système d'injection pour moteur à combustion interne et procédé de fonctionnement d'un tel système - Google Patents

Système d'injection pour moteur à combustion interne et procédé de fonctionnement d'un tel système Download PDF

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Publication number
EP1281860B1
EP1281860B1 EP20020017324 EP02017324A EP1281860B1 EP 1281860 B1 EP1281860 B1 EP 1281860B1 EP 20020017324 EP20020017324 EP 20020017324 EP 02017324 A EP02017324 A EP 02017324A EP 1281860 B1 EP1281860 B1 EP 1281860B1
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EP
European Patent Office
Prior art keywords
fuel
fuel pump
injection system
control signal
pressure
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 - Fee Related
Application number
EP20020017324
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German (de)
English (en)
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EP1281860A2 (fr
EP1281860A3 (fr
Inventor
Gerhard Eser
Michael Dr. Henn
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Continental Automotive GmbH
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Continental Automotive GmbH
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Publication date
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Publication of EP1281860A3 publication Critical patent/EP1281860A3/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
    • 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
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/503—Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
    • 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
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/462—Delivery valves

Definitions

  • the invention relates to an injection system for an internal combustion engine according to the preamble of claim 1 and to a method for its operation according to claim 11.
  • Known injection systems for internal combustion engines usually have a low-pressure pump which sucks the fuel to be injected from a fuel tank and forwards it to a high-pressure pump which generates the injection pressure required for injection into the combustion chambers of the internal combustion engine.
  • a pressure regulator is usually arranged which, when a predetermined fuel pressure in the low-pressure region between the low-pressure pump and the high-pressure pump is branched off, diverts a portion of the fuel flow delivered by the low-pressure pump and returns it to the fuel tank, so that the fuel pressure in the low-pressure region approximates remains constant.
  • the high-pressure pump On the output side, the high-pressure pump is connected to a pressure accumulator (common rail) from which the injectors assigned to the individual combustion chambers of the internal combustion engine are supplied with fuel.
  • the pressure accumulator is followed by a high-pressure control valve, which branches when exceeding a predetermined fuel pressure in the high pressure region part of the funded by the high pressure pump fuel flow and returns to the fuel tank or in the low pressure region, so that the fuel pressure in the accumulator is held approximately constant.
  • a disadvantage of such known injection systems is the fact that a separate high-pressure control valve is required to control or regulate the fuel pressure in the high-pressure region.
  • Another disadvantage of the known injection system described above can be seen in that the high-pressure pump, regardless of the actual fuel demand always applies a predetermined flow rate, which depends on their speed. The high-pressure pump therefore consumes unnecessary mechanical drive power in the partial load range of the internal combustion engine.
  • DE 199 13 477 A1 discloses a generic injection system with a high-pressure pump with a control valve, which is selectively opened or closed, wherein the closing time of the control valve can be varied to adjust the desired flow rate.
  • the opening time of this control valve is in this case rigidly predetermined and can not be varied.
  • a disadvantage of this injection system is therefore the unsatisfactory adjustability of the capacity.
  • a fuel pump control system for an internal combustion engine which includes an electronic control unit for controlling the delivery capacity of a high-pressure fuel piston pump which is driven by a drive cam which is connected to the camshaft of an engine.
  • the engine is provided with variable valve timing control means for controlling valve timing of the engine by adjusting the rotational phase of the camshaft relative to the crankshaft.
  • the pump is equipped with a suction valve. When the opening / closing timings of the intake valve change, the effective delivery stroke of the pump and thereby the delivery capacity of the pump change.
  • the controller estimates the change in the valve timing of the engine during the effective delivery stroke of the pump before the effective delivery stroke starts, and adjusts the opening / closing timing of the intake valve in accordance with the estimated change in the valve timing the delivery capacity of the pump becomes a target delivery capacity, regardless of the change in the valve timing of the engine.
  • the invention is therefore based on the object to improve the known injection system described above accordingly.
  • the invention comprises the general technical teaching not to adjust the fuel pressure in the high-pressure region of the injection system at the outlet of the high-pressure pump by a separate high-pressure control valve, but instead to control or regulate the delivery rate of the high-pressure pump as a function of the operating state of the injection system or of the internal combustion engine.
  • the injection system according to the invention therefore has a fuel pump with a control input for controlling the fuel delivery, wherein the control input is connected to a control device which interrogates at least one sensor for detecting a state variable of the injection system or the internal combustion engine and the fuel pump in dependence on the determined state variable with a corresponding control signal drives.
  • the control of the fuel pump takes place in dependence on the installation angle of the fuel pump relative to the driving this crankshaft or camshaft to adjust the desired phase position.
  • Another important factor in generating the control signal for driving the fuel pump is the dead time of the control valve of the fuel pump, i. the time between the application of a control signal to the control valve and the adjustment of the desired valve state.
  • control device calculates the closing time of the control valve as required as a function of a predetermined fuel requirement, the dead time of the control valve and the opening time.
  • the sensor for detecting a state variable of the injection system or the internal combustion engine may be, for example, a speed sensor which detects the rotational speed of the crankshaft or the camshaft of the internal combustion engine, so that the delivery rate of the fuel pump is adjusted as a function of the rotational speed.
  • a temperature sensor can be used which detects the fuel temperature, so that the control device adjusts the delivery rate of the fuel pump in dependence on the fuel temperature.
  • a pressure sensor which detects the fuel pressure in the high pressure region and / or in the low pressure region, so that the delivery of the fuel pump is adjusted in dependence on the fuel pressure.
  • a rotation angle sensor In internal combustion engines with a camshaft adjustment is also possible, a rotation angle sensor provide that detects the angle of rotation between the camshaft and the crankshaft and controls the fuel pump accordingly. This is particularly important when adjusting the delivery rate of the fuel pump by a control valve that allows or blocks backflow of the fuel to the low pressure range during the delivery stroke of the fuel pump because the opening or closing angle of such a control valve is synchronized with the crankshaft position got to.
  • injection system is provided for an internal combustion engine with four combustion chambers and has to promote fuel from a fuel tank 1, a low-pressure pump 2, which is driven by an electric motor, not shown.
  • a low-pressure pump 2 which is driven by an electric motor, not shown.
  • the drive of the low-pressure pump 2 is also possible by a camshaft 3 of the internal combustion engine.
  • the low-pressure pump 2 On the output side, the low-pressure pump 2 is connected to a low-pressure regulator 4 which, when a predetermined fuel pressure in the low-pressure region at the outlet of the low-pressure pump 2 is exceeded, is part of the low-pressure pump 2 branched fuel flow and returns to the fuel tank 1, so that the fuel pressure in the low pressure region is kept approximately constant.
  • a low-pressure regulator 4 which, when a predetermined fuel pressure in the low-pressure region at the outlet of the low-pressure pump 2 is exceeded, is part of the low-pressure pump 2 branched fuel flow and returns to the fuel tank 1, so that the fuel pressure in the low pressure region is kept approximately constant.
  • the low-pressure pump 2 is connected on the output side to a high-pressure pump 5, which is mechanically driven by tappets of the camshaft 3 and generates the injection pressure required for injection of the fuel into the combustion chambers of the internal combustion engine.
  • the structure of the high-pressure pump 5 is in the FIGS. 2a-2c schematically illustrated and will be explained in detail.
  • the high-pressure pump 5 is connected via a check valve 6 to a pressure accumulator 7 (common rail), from which the injectors assigned to the individual combustion chambers of the internal combustion engine and shown here only schematically take the fuel to be injected.
  • a pressure accumulator 7 common rail
  • the injection system according to the invention has a control device 8, which has the task to adjust the delivery rate of the high-pressure pump 5 as needed so that the fuel pressure in the accumulator 7 is within a predetermined range.
  • the control device 8 is connected to a plurality of sensors in order to detect state variables of the injection system or of the internal combustion engine and to be able to adjust the delivery rate of the high-pressure pump 5 as required.
  • control device 8 is connected on the input side to a pressure sensor 9, which detects the fuel pressure P in the pressure accumulator 7.
  • control device 8 is connected on the input side to a temperature sensor 10, which measures the fuel temperature.
  • the fuel temperature can also be calculated based on other operating state variables.
  • control device 8 is connected on the input side to a rotational angle sensor 11, which detects the rotational angle ⁇ KW of the crankshaft of the internal combustion engine, since the angular position of the crankshaft forms a fixed reference system for driving the high-pressure pump 5.
  • the rotation angle sensor 11 On the output side, the rotation angle sensor 11 is connected to a computing unit 12 which determines the rotational speed n KW of the crankshaft from the rotational angle ⁇ KW of the rotational angle sensor 11 and supplies it to the control device 8.
  • the injection system according to the invention has a rotational angle sensor 13, which determines the angular position ⁇ NW of the camshaft 3. This is important because the camshaft 3 rotates relative to the crankshaft in a camshaft adjustment, so that the control of the high-pressure pump 5 must be adjusted accordingly. Therefore, a computing unit 14 is provided which is connected on the input side both to the rotational angle sensor 11 for the crankshaft and to the rotational angle sensor 13 for the camshaft and determines the angle of rotation ⁇ KW-NW between the crankshaft and the camshaft.
  • the two rotational angle sensors 11, 13 deliver depending on the respective position to the Nockenwellengeberrad or Kurbelwellengeberrad each LOW and HIGH levels from which the camshaft angle and the crankshaft angle is calculated.
  • the high-pressure pump 5 is a single-cylinder piston pump with a piston 15 which is oscillated in a cylinder by the camshaft.
  • the pump housing In the pump housing, on the one hand, there is a low-pressure connection for connecting the high-pressure pump 5 to a low-pressure region 16, which is located between the low-pressure pump 2 and the High pressure pump 5 is located.
  • the high-pressure pump 5 has a high-pressure connection 17, to which the high-pressure pump 5 is connected to the check valve 6 and the pressure accumulator 7.
  • a control valve 18 is arranged, which can release or block the flow connection between the pump housing and the low-pressure region 16 as a function of a control signal.
  • the high-pressure pump 5 also has a check valve 19, which is arranged in the region of the high-pressure connection and prevents a backflow of fuel from the high-pressure pump 5 located downstream of the high-pressure pump 5 into the high-pressure pump 5.
  • FIG. 2b shows a state of the high-pressure pump 5, in which no fuel should be conveyed and the high-pressure pump 5 runs accordingly empty.
  • the control valve 18 is still open, so that the piston 15 pushes the fuel in the pump housing during the upward stroke back into the low-pressure region 16. It is important here that the resistance of the check valve 19 is so great that the pressure prevailing in the low-pressure region 16 fuel pressure is insufficient to open the check valve 19.
  • control valve 18 is closed so that the piston 15 can not push any fuel back into the low-pressure region 16 during its upstroke. Accordingly, the fuel pressure in the pump housing of the high-pressure pump 5 increases during the upward stroke of the piston 15 until the fuel pressure is sufficient to open the check valve 19, whereupon the fuel flows into the high-pressure region 17.
  • the delivery rate of the high pressure pump 5 is thus determined by the control valve 18, wherein the delivery rate of the high pressure pump 5 is maximum, when the control valve 18 is closed during the entire upward stroke of the piston 15, whereas the delivery rate of the high pressure pump 5 is minimal, when the control valve 18 while the entire upward stroke of the piston 15 is opened.
  • FIG. 3 shows the control of the control valve 18 of the high pressure pump 5 described
  • the upper diagram in FIG. 3 the oscillating movement of the piston 15 of the high-pressure pump 5 shows
  • the middle graph in FIG. 3 the control signal 20 generated by the control device 8 for controlling the control valve 18 of the high pressure pump shows.
  • a high level of the control signal 20 in this case causes a closing of the control valve 18, whereas a low level of the control signal 20 causes an opening of the control valve 18 of the high-pressure pump 5.
  • the bottom diagram shows in FIG. 3 the actual state 21 of the control valve 18, wherein it can be seen that the control valve 18 follows the control signal 20 only delayed due to mechanical inertia.
  • the time delay between the control signal 20 and the actual state 21 of the control valve 18 is approximately 1 ms, the opening dead time T tot, and the dead time T tot, are not identical.
  • FIG. 3 It can be seen that the control signal 20 at the end of the printing phase so low again assumes a low level that the control valve 19 is opened again at the beginning of the following suction phase, so that fuel from the low pressure region 16 can be sucked.
  • the time duration for which the control valve 18 is closed during the pressure phase determines the delivery rate of the high-pressure pump 5.
  • F target is the default fuel demand dictated by the electronic engine control, not shown here for simplicity.

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  • 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)

Claims (11)

  1. Système d'injection pour un moteur à combustion interne avec
    a) une pompe à carburant (5) pour l'acheminement de carburant comportant
    a1) un raccord basse pression (16) pour l'aspiration de carburant à partir d'une zone à basse pression (16) et
    a2) un raccord haute pression (17) pour la distribution de carburant vers une zone de haute pression (17) située en aval de la zone de basse pression, et
    a3) un clapet anti-retour (15) disposé au niveau du raccord haute pression (17), qui empêche le reflux du carburant de la zone de haute pression (17) vers la zone de basse pression (16),
    a4) une entrée de commande pour la commande de la puissance de refoulement,
    a5) une vanne de commande (18) qui :
    - se trouve au niveau du raccord basse pression (16) et qui
    - adopte, en fonction d'un signal de commande binaire, soit une position d'ouverture, soit une position de fermeture et qui
    - détermine la débit d'acheminement de la pompe à carburant (5) et qui est pilotée par le signal de commande envoyé à l'entrée de commande,
    b) au moins un capteur (9, 10, 11, 13) pour la saisie d'une grandeur d'état du système d'injection ou du moteur à combustion interne, et
    c) un dispositif de commande (8) relié du côté de l'entrée avec le capteur (9, 10, 11, 13), pour la commande de l'acheminement du carburant en fonction de la grandeur d'état, le dispositif de commande (8) étant relié du côté de la sortie au l'entrée de commande de la pompe à carburant (5), de façon à ce que la puissance de débit d'acheminement de la pompe à carburant (5) dépende du signal de commande,
    d) le dispositif de commande (8) déterminant un temps de fermeture (tzu) et un temps d'ouverture (tauf) de la vanne de commande (18),
    e) le dispositif de commande (8) calculant le temps d'ouverture (tauf) de la vanne de commande (18) selon les besoins sur la base d'une première formule (f1) en fonction d'un angle de montage (ϕMontage), d'un temps mort (Ttot) de la vanne de commande (18), d'un angle de torsion (ΔϕKW-NW) entre un arbre à cames (3) et un vilebrequin, et un angle de vilebrequin (ϕKW), caractérisé en ce que
    f) le dispositif de commande (8) calcule le temps de fermeture (tzu) de la vanne de commande (18) selon les besoins sur la base d'une deuxième formule (f1) en fonction d'un besoin prédéterminé en carburant (Fsoll), du temps mort (Ttot) de la vanne de commande (18) et du temps d'ouverture (tauf).
  2. Système d'injection selon la revendication 1, caractérisé par un capteur de température (10) pour la mesure de la température du carburant en tant que grandeur d'état du système d'injection, le capteur de température (10) étant relié, du côté de la sortie, au dispositif de commande (8), de façon à ce que le signal de commande pour la pompe à carburant (5) dépende de la température mesurée.
  3. Système d'injection selon l'une au moins des revendications précédentes, caractérisé par un capteur de pression (9) pour la mesure de la pression du carburant en tant que grandeur d'état du système d'injection, le capteur de pression (9) étant relié, du côté de la sortie, au dispositif de commande, de façon à ce que le signal de commande pour la pompe à carburant (5) dépende de la pression du carburant mesurée.
  4. Système d'injection selon l'une au moins des revendications précédentes, caractérisé par un premier capteur d'angle de rotation (11, 13, 14) pour la mesure de l'angle de torsion entre le vilebrequin et l'arbre à cames en tant que grandeur d'état du moteur à combustion interne, le premier capteur d'angle de rotation (11, 13, 14) étant relié, du côté de la sortie, au dispositif de commande (8).
  5. Système d'injection selon l'une au moins des revendications précédentes, caractérisé par un deuxième capteur d'angle de rotation (11) pour la mesure de l'angle de torsion du vilebrequin ou de l'arbre à cames, le deuxième capteur d'angle de rotation étant relié, du côté de la sortie, au dispositif de commande (8), de façon à ce que le signal de commande pour la pompe à carburant (5) soit synchrone avec la position angulaire du vilebrequin ou de l'arbre à cames.
  6. Système d'injection selon l'une au moins des revendications précédentes, caractérisé en ce que la pompe à carburant (5) est une pompe à haute pression.
  7. Système d'injection selon l'une au moins des revendications précédentes, caractérisé en ce que la pompe à carburant est une pompe monocylindre.
  8. Système d'injection selon l'une au moins des revendications précédentes, caractérisé en ce que la pompe à carburant est reliée, du côté de la sortie, à un accumulateur de pression (7).
  9. Procédé d'utilisation d'un système d'injection selon l'une des revendications précédentes, comprenant les étapes suivantes :
    - Mesure d'au moins une grandeur d'état du système d'injection ou du moteur à combustion interne,
    - Détermination d'un signal de commande en fonction de la grandeur d'état,
    - Pilotage de la pompe à carburant (5) avec le signal de commande, le signal de commande déterminant un temps de fermeture (tzu) et un temps d'ouverture (tauf) d'une vanne de commande (18),
    caractérisé en ce que
    - l'angle de montage (ϕMontage) de la pompe à carburant (5) est déterminé par rapport au vilebrequin ou à l'arbre à cames et le signal de commande pour la pompe à carburant (5) est déterminé en fonction de l'angle de montage (ϕMontage) déterminé,
    - le temps mort (Ttot) de la vanne de commande (18) de la pompe à carburant (5) est déterminé et le signal de commande pour la pompe à carburant (5) est déterminé en fonction du temps mort (Ttot) de la vanne de commande (18),
    - l'angle de torsion (ΔϕKW-NW) entre le vilebrequin et l'arbre à cames est déterminé et le signal de commande pour la pompe à carburant (5) est déterminé en fonction de l'angle de torsion (ΔϕKW-NW) déterminé,
    - l'angle de phase (ϕKW) du vilebrequin ou de l'arbre à cames est déterminé et le signal de commande pour la pompe à carburant (5) est déterminé en fonction de l'angle de phase (ϕKW) déterminé,
    - le temps d'ouverture (tauf) de la vanne de commande (18) est calculé, selon les besoins, sur la base d'une première formule (f1) en fonction de l'angle de montage (ϕMontage), du temps mort (Ttot) de la vanne de commande (18), de l'angle de torsion (ΔϕKW-NW) entre l'arbre à cames (3) et le vilebrequin, et un angle de phase (ϕKW) du vilebrequin,
    - le dispositif de commande (8) calcule le temps de fermeture (tzu) de la vanne de commande (18) selon les besoins sur la base d'une deuxième formule (f1) en fonction d'un besoin prédéterminé en carburant (Fsoll), du temps mort (Ttot) de la vanne de commande (18) et du temps d'ouverture (tauf).
  10. Procédé selon la revendication 9,
    caractérisé en ce que la température du carburant est déterminée et le signal de commande pour la pompe à carburant (5) est déterminé en fonction de la température de carburant déterminée.
  11. Procédé selon l'une au moins des revendications 9 à 10,
    caractérisé en ce que la pression du carburant est déterminée et le signal de commande pour la pompe à carburant (5) est déterminé en fonction de la pression de carburant déterminée.
EP20020017324 2001-08-02 2002-08-01 Système d'injection pour moteur à combustion interne et procédé de fonctionnement d'un tel système Expired - Fee Related EP1281860B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10137869 2001-08-02
DE2001137869 DE10137869A1 (de) 2001-08-02 2001-08-02 Einspritzanlage und Verfahren zu deren Betrieb

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EP1281860A2 EP1281860A2 (fr) 2003-02-05
EP1281860A3 EP1281860A3 (fr) 2005-04-13
EP1281860B1 true EP1281860B1 (fr) 2014-10-08

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EP1873382B1 (fr) * 2002-06-20 2010-05-26 Hitachi, Ltd. Dispositif de commande de pompe à carburant haute pression de moteur à combustion interne
JP4101802B2 (ja) * 2002-06-20 2008-06-18 株式会社日立製作所 内燃機関の高圧燃料ポンプ制御装置
DE102004045738B4 (de) 2004-09-21 2013-05-29 Continental Automotive Gmbh Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
JP4111956B2 (ja) * 2005-01-14 2008-07-02 三菱電機株式会社 内燃機関の燃料供給装置
JP2008057349A (ja) * 2006-08-29 2008-03-13 Toyota Motor Corp エンジンシステム
JP4988681B2 (ja) * 2008-09-30 2012-08-01 日立オートモティブシステムズ株式会社 内燃機関の高圧燃料ポンプ制御装置
EP2241744A1 (fr) * 2009-04-15 2010-10-20 Delphi Technologies Holding S.à.r.l. Pompe à carburant à rampe commune haute pression et procédé de contrôle d'une pompe à carburant à rampe commune haute pression
JP5124612B2 (ja) * 2010-03-25 2013-01-23 日立オートモティブシステムズ株式会社 内燃機関の高圧燃料ポンプ制御装置
DE102010064374B3 (de) 2010-12-30 2012-07-12 Continental Automotive Gmbh Kraftstoffeinspritzsystem einer Brennkraftmaschine sowie dazugehöriges Druckregelverfahren, Steuergerät und Kraftfahrzeug
DE102015215688B4 (de) * 2015-08-18 2017-10-05 Continental Automotive Gmbh Ansteuerverfahren zum Ansteuern eines Kraftstoffeinspritzsystems sowie Kraftstoffeinspritzsystem
DE102015215691B4 (de) * 2015-08-18 2017-10-05 Continental Automotive Gmbh Betriebsverfahren zum Betreiben eines Kraftstoffeinspritzsystems sowie Kraftstoffeinspritzsystem
DE102015215683B4 (de) * 2015-08-18 2017-05-11 Continental Automotive Gmbh Ansteuerverfahren zum Ansteuern eines Injektorventils in einem Kraftstoffeinspritzsystem sowie Kraftstoffeinspritzsystem
DE102016200480A1 (de) 2016-01-15 2017-07-20 Volkswagen Aktiengesellschaft Kraftstoffpumpe für ein Kraftfahrzeug, Kraftfahrzeug und Betriebsverfahren für die Kraftstoffpumpe

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JP3562351B2 (ja) 1998-11-24 2004-09-08 トヨタ自動車株式会社 内燃機関の燃料ポンプ制御装置
EP1030047B1 (fr) 1999-02-15 2010-11-17 Toyota Jidosha Kabushiki Kaisha Méthode et dispositif de commande de pression de carburant pour système d'injection de carburant à haute pression
DE19913477B4 (de) 1999-03-25 2004-08-26 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
JP4627603B2 (ja) 2001-03-15 2011-02-09 日立オートモティブシステムズ株式会社 燃料供給装置

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DE10137869A1 (de) 2003-02-20
EP1281860A2 (fr) 2003-02-05
EP1281860A3 (fr) 2005-04-13

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