EP1456531B1 - Dispositif et procede de regulation du fonctionnement d'une soupape de commande d'une pompe haute pression - Google Patents

Dispositif et procede de regulation du fonctionnement d'une soupape de commande d'une pompe haute pression Download PDF

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Publication number
EP1456531B1
EP1456531B1 EP02805260A EP02805260A EP1456531B1 EP 1456531 B1 EP1456531 B1 EP 1456531B1 EP 02805260 A EP02805260 A EP 02805260A EP 02805260 A EP02805260 A EP 02805260A EP 1456531 B1 EP1456531 B1 EP 1456531B1
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EP
European Patent Office
Prior art keywords
fuel
pump
valve
pressure
control
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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
EP02805260A
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German (de)
English (en)
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EP1456531A1 (fr
Inventor
Gerhard Eser
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Continental Automotive GmbH
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Continental Automotive GmbH
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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
    • 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
    • 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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/60—Fuel-injection apparatus having means for facilitating the starting of engines, e.g. with valves or fuel passages for keeping residual pressure in common rails

Definitions

  • the invention relates to a fuel pump for supplying the fuel injection system of an internal combustion engine with fuel according to the preamble of claim 1, a fuel injection system according to the preamble of claim 11, and a method for operating such a fuel pump according to the preamble of claim 14.
  • the pump arrangement comprises a high-pressure fuel pump. Via a low-pressure inlet of this fuel pump fuel is supplied, and by means of the pump piston, the fuel pressure is increased. The fuel then reaches the fuel rail via the high-pressure outlet of the fuel pump.
  • a control valve is provided for this purpose at the low pressure input, which can be closed via a valve control signal. It is necessary that this control valve be reliably closed during the upward movement of the pump piston is, so that the pressure required for the high-pressure direct injection fuel pressure can be built in the pump interior and in the fuel rail connected to the high pressure port of the pump.
  • a high-pressure pump typically also has a check valve arranged on the high-pressure outlet, which is intended to prevent fuel from flowing from the fuel rail back into the high-pressure pump.
  • a fuel injection system having a forepump, a high pressure feed pump, and a storage line hydraulically connected to the high pressure feed pump via a check valve.
  • the high pressure feed pump has an overflow valve used to control the amount of fuel dispensed into the storage line.
  • the high pressure feed pump has a pumping chamber bounded by a plunger.
  • the plunger is driven by a drive shaft having a plurality of cams. Depending on the movement of the plunger and the closing state of the overflow valve, the amount of fuel and the fuel pressure is determined, is conveyed with the fuel in the storage line.
  • a variable discharge high pressure pump for high pressure feeding a storage line of a diesel internal combustion engine.
  • the pump includes a piston, a piston chamber, a piston for reciprocating the piston, an electromagnetic valve for opening and closing one end of the piston chamber, a fuel reservoir , a check valve communicating with the piston chamber , and an inlet to the piston Supplying the fuel reservoir with fuel. Both the supply of fuel into the piston chamber, as well as the return of Fuel from the piston chamber into the fuel reservoir is caused by the electromagnetic valve.
  • the check valve opens at a very early date, because the pressure in the pump interior already exceeds the counteracting pressure in the rail at a very early date. It may even happen that the check valve opens before closing the control valve. In this case, during the upward movement of the pump piston in the fuel pump can not build up a sufficiently high fuel pressure, because the fuel because of the low Pressure in the rail escapes through the check valve. Then, when the valve control pulse for closing the control valve is triggered, the control valve is not closed or not kept closed due to the insufficient pump internal pressure. As a result, fuel escapes through the control valve back into the low-pressure circuit. The escaping fuel prevents a satisfactory pressure build-up in the fuel rail. Especially when starting the engine makes this problem disturbing.
  • the control unit serves to control a fuel pump for supplying the fuel injection system of an internal combustion engine with fuel.
  • the fuel pump has a low pressure input via which fuel is supplied to the fuel pump.
  • the fuel pump has a high-pressure outlet and a control valve and a pump piston.
  • the control valve With the control valve, the taking place via the low pressure input fuel supply in response to a valve control pulse can be interrupted.
  • the valve control pulse for interrupting the fuel supply at the time is active, to which the pressure wave generated by the upward movement of the pump piston arrives at the control valve.
  • the invention is based on the recognition that the static fuel pressure in the fuel pump is often not sufficient to ensure a reliable closing of the control valve, and therefore dynamic effects must be exploited in order to avoid the problems occurring in the solutions of the prior art.
  • the upward movement of the pump piston causes a pressure wave in the pump.
  • this pressure wave is used to assist the closing of the control valve.
  • the control valve is selectively controlled by means of the valve control pulse when the pressure wave at the location of the control valve assumes its maximum value. At this time, the valve control pulse must be active.
  • the control device ensures that the control valve is closed during the pumping stroke. Unlike the solutions of the prior art, the escape of fuel in the low pressure circuit is excluded. As a result, on the one hand the pressure build-up in the pump interior, on the other hand, but also the pressure build-up in the fuel rail is improved and accelerated.
  • control device makes it possible, in particular, for a so-called high-pressure start, in which a specific pressure level in the rail must already be present for the first injection.
  • the pump piston is driven by means of a pump cam mounted on a camshaft. In this way, the delivery of the fuel pump is also automatically raised at startup of the engine speed with. As a result, the increased fuel consumption of the engine can be covered.
  • valve control pulse is triggered delayed with respect to the bottom dead center of the pump piston by a defined delay time. While in the high-pressure pumps of the prior art, the valve control pulse in each case at the beginning of the upward movement of the pump piston, ie at bottom dead center, was triggered, the valve control pulse is triggered delayed in the inventive solution, in each case when the generated by the upward movement of the piston Pressure wave arrives at the control valve.
  • the valve control pulse is triggered by a defined delay after bottom dead center, so that the reliable closing of the control valve is ensured.
  • the speed-dependent delay time can be easily taken into account in the generation of the valve control signal.
  • the time at which the valve control pulse is triggered is determined by the point of the largest pump piston speed during the upward movement of the pump piston, including the time required for the propagation of the pressure wave from the pump piston to the control valve.
  • the delay of the valve control pulse with respect to the bottom dead center position is additionally reduced with increasing engine speed. Since the pressure amplitude in the fuel is proportional to the respective pump piston speed and the pump piston speeds increase with increasing speed, higher pressures also occur in the pump interior at higher speeds. Therefore, at high speed, there is already a sufficient pressure amplitude at an earlier time, which can assist the closing of the control valve, and thus the delay time can be reduced. A speed-dependent delay of the valve control pulse allows so far optimal operation of the high-pressure pump.
  • the delay of the valve control pulse is set as a delay angle with respect to the camshaft angle corresponding to the bottom dead center position of the pump piston.
  • the delay time by which the valve control pulse is to be delayed from the bottom dead center position can be converted into a correction angle with respect to the rotating camshaft and the rotating pump cam, respectively.
  • the camshaft After the bottom dead center position has been passed, the camshaft must continue to turn by exactly this correction angle, and then the valve control pulse must be triggered. This allows the corresponding camshaft position serve as a trigger for the generation of the valve control pulse.
  • the delay angle is between 15 ° and 45 °.
  • an extended valve control pulse is used as the valve control pulse, which remains active until the moment when the pressure wave generated by the upward movement of the pump piston arrives at the control valve.
  • an extended valve control pulse is used, which is always discontinued at the same time. The duration of the extended control pulse is selected so that the control pulse is still active when the pressure wave generated by the upward movement of the pump piston arrives at the control valve.
  • the pressure wave assists in closing the control valve.
  • valve control pulse decreases with increasing engine speed.
  • both the pump piston velocity and the pressure amplitude in the fuel increase. Therefore, at higher speeds also higher pressures in the pump interior.
  • the valve control pulse must be less be extended greatly than at low speeds. With a speed-dependent extension of the control pulse, the fuel pump can therefore be operated optimally.
  • the control valve is an electromagnetically actuated control valve
  • the valve control pulse is an electric valve control pulse.
  • Such an electromagnetic control valve has a coil with which a magnetic field can be generated. Due to the magnetic field, the armature of the solenoid valve is accelerated in the direction of the valve seat, and thereby the valve is closed.
  • the required for actuating the valve electrical valve control pulse can be generated by means of an electrical or electronic control circuit. As a result, an exact time control of the valve control pulse and thus also an exact time control of the closing of the valve is made possible.
  • the fuel pump has a check valve at the high-pressure outlet, which prevents a backflow of the fuel from the injection system back into the fuel pump.
  • the check valve remains closed. A backflow of fuel back into the pump, which would reduce the high pressure generated in the fuel rail, can be prevented in this way.
  • the check valve is only opened when the pressure inside the pump is higher than the pressure in the fuel rail. With the help of the check valve, the high pressure required in the fuel rail can be built up in a short time. Particularly in the case of a high-pressure start, a specific pressure level in the rail is required for the first injection, which can be established in a short time when using a non-return valve, so that the starting time is shortened.
  • the fuel injection system according to the invention comprises, in addition to a fuel pump according to the invention, a low-pressure pump, which supplies fuel to the low-pressure inlet of the fuel pump, and a fuel rail, which is connected to the high-pressure outlet of the fuel pump.
  • the fuel rail supplies the required fuel to a number of injectors.
  • a pump arrangement which comprises a low-pressure pump and a high-pressure pump according to the invention enables a rapid pressure build-up in the fuel rail. In particular when using the high-pressure pump according to the invention, a short starting time is thereby made possible in internal combustion engines with a storage injection system.
  • the fuel rail has a pressure sensor which detects the fuel pressure within the fuel rails.
  • the pressure sensor can be determined in particular whether the necessary for the high-pressure direct injection fuel pressure in the rail is already reached or not.
  • the delivery rate of the fuel pump is varied in dependence on the fuel pressure determined by the pressure sensor.
  • the delivery rate of the fuel pump according to the invention is thus adjusted by means of a control loop, wherein the control of the delivery rate is effected as a function of the difference between the actual value and the target value of the fuel pressure.
  • the method according to the invention serves to operate a fuel pump which conveys the fuel by means of a pump piston and supplies a fuel injection system via a high-pressure outlet.
  • the taking place via a low pressure input fuel supply of the fuel pump can by means of a control valve in response to a valve control pulse are interrupted.
  • the valve control pulse for interrupting the fuel supply is activated at the time at which the pressure wave generated by the upward movement of the pump piston arrives at the control valve.
  • Fig. 1 an accumulator injection system for an internal combustion engine is shown in overview.
  • the fuel passes from a tank 1 via a tank line 2 to a low-pressure pump 3, which is preferably an electric low-pressure pump.
  • a mechanical pressure regulator 4 the amount of fuel delivered by the low-pressure pump 3 is adjusted so that fuel is available with a suitable basic admission pressure via a fuel line 5 at a low-pressure inlet 6 of a fuel pump 8.
  • Excess fuel passes through a tank return line 7 back to the tank 1.
  • a volume-controlled low-pressure pump can be used.
  • the fuel pump 8 It is the task of the fuel pump 8 to convey the fuel supplied via the low-pressure inlet 6 to a fuel rail 11.
  • a certain pressure level in the fuel rail 11 is required.
  • the fuel pump 8, which may for example be designed as a single-piston high-pressure pump, brings the fuel to the required high pressure level. Via a high-pressure outlet 9 and a check valve 10, the fuel reaches the fuel rail 11, which serves as a reservoir for the fuel under high pressure.
  • the check valve 10 prevents the fuel from flowing back from the fuel rail 11 into the fuel pump 8.
  • Connected to the fuel rail 11 are a number of injection valves 12, via which the fuel can be injected directly into the respective cylinder interior spaces.
  • the pressure prevailing in the fuel rail 11 pressure can be detected by means of the fuel pressure sensor 13. Via a signal line 14, the measured pressure value is transmitted to a control unit 15, which is designed in the form of an engine control unit and compares the actual value of the fuel pressure in the rail with the desired value and from the difference between both Values generated a control signal 16.
  • the fuel pump 8 comprises a control valve 18, with which the delivery rate of the fuel pump 8 is adjusted in dependence on the control signal 16. The more the actual value deviates from the desired value, the higher the delivery rate of the fuel pump 8 is selected. The delivery rate is determined by the time at which the control valve 18 closes in the pumping stroke.
  • Fig. 2 the construction of a single-piston high-pressure pump is shown in cross section.
  • fuel is supplied to the fuel pump.
  • the control valve 18 has a closing member which can be pressed by a solenoid against a valve seat 21 to close the low pressure port 17.
  • the closing member is exposed to the pressure in the pump interior 19, which also presses the closing member with a force against the valve seat 21.
  • the control valve 18 is designed as an inwardly opening, ie in the direction of the pump interior 19 opening control valve which opens against the pressure in the pump interior 19.
  • a valve control pulse 16 is applied to the electromagnetic control valve 18 by the control unit 15 (see also FIG Fig. 1 ).
  • a magnetic field is built up, which accelerates an armature 20 of the valve in the direction of the valve seat 21 and thus closes the control valve 18.
  • the control unit 15 is connected to a memory in which are stored procedures and characteristic fields which are needed to control the control valve 18.
  • a pump cam 22 is connected to a rotating camshaft 23.
  • a pump piston 24 is moved alternately up and down.
  • the control valve 18 is closed, then the pump interior 19 in the 19th 25 fuel exerted by the pump piston 24 an increasing pressure.
  • the check valve 10 opens, and the fuel 25 passes through the high pressure port 27 to the fuel rail of the injection system ,
  • the control valve 18 remains open, and from the low-pressure port 17 forth new fuel can get into the pump interior 19.
  • the fuel pressure in the pump interior 19 is lower than the fuel pressure on the other side of the check valve 10, ie on the side of the high-pressure port 27, and therefore the check valve 10 remains closed during the downward movement of the pump piston 24. This avoids that fuel from the fuel rail can flow back into the fuel pump.
  • Fig. 3 are the different phases that occur when operating a single-piston high-pressure pump, shown in overview.
  • the control valve is opened, and fuel flows from the low pressure input ago in the pump interior.
  • the check valve is closed.
  • control valve In a subsequent upward movement 29 of the pump piston, the control valve is initially still open. By a valve control pulse 30, the control valve is closed. During the further upward movement of the pump piston, a pressure builds up in the pump interior, which opens the check valve. The fuel is forced into the fuel rail from the pump interior via the high-pressure connection.
  • Fig. 4 is the pump piston lift (in mm) as a function of the camshaft angle (in degrees) for the upward movement of the Plotted pump piston, which is available as a characteristic to the control unit. The question arises at which point during the upward movement of the pump piston the valve control pulse is to be triggered to close the control valve.
  • valve control pulse was triggered at the beginning of the pump piston's upward movement, ie shortly after the bottom dead center was passed by the pump piston.
  • valve control pulse If then the valve control pulse is triggered, the control valve can not be closed or not kept closed due to the low pressure in the pump interior. During the further upward movement of the pump piston, therefore, fuel also escapes through the control valve back into the low-pressure circuit. The escaping fuel prevents a rapid pressure build-up in the fuel rail, and thereby the behavior of the injection system is impaired, especially at start.
  • Fig. 5 the pump piston speed (in mm / ms) is plotted for various engine speeds as a function of the camshaft angle (in degrees). These characteristics are available to the control unit. Due to the shape of the pump cam is in the Fuel pump, to which the curves relate, the maximum reaches the pump piston speed at a camshaft angle of about 25 °.
  • ⁇ denotes the density of the fuel
  • K the compression modulus
  • ⁇ the compressibility of the fuel
  • the duration of the pressure wave from the pump piston to the control valve must additionally be taken into account. This by the pump geometry fixed time required for pressure propagation must be considered in the form of an additional delay of the valve control pulse.
  • the valve control pulse for closing the control valve is discontinued at the point with the largest pump piston speed with additional consideration of the pump geometry.
  • the control pulse for the control valve is triggered in this procedure exactly when the pressure wave caused by the upward movement of the pump piston arrives at the control valve. Even if the static pressure conditions are not sufficient to ensure a safe closing of the control valve, a safe closing of the control valve is made possible by the inventive consideration of the additional dynamic effect of the arrival of the pressure wave at the control valve.
  • the necessary delay of the valve control pulse can be specified as a correction angle with respect to the bottom dead center position.
  • Fig. 6 It is shown how the correction angle 31 causes the earlier valve control pulse 32, which was triggered in the solutions of the prior art at the beginning of the upward movement 33 of the pump piston, to be output with a delay.
  • the valve control pulse 34 according to the invention triggers the closing of the control valve precisely when the incoming pressure wave assists the closing process. Values for the correction angle as a function of the load and / or the speed of the internal combustion engine and / or the pressure in the fuel rail are stored in the memory of the control unit.
  • Fig. 7 is a characteristic for the minimum engine speed, which is required for the pressure build-up in the fuel rail, plotted as a function of the correction angle used. If the correction angle is chosen to be relatively large, then the required pressure in the rail can be established even with a relatively low engine speed.
  • the characteristic is stored in the memory of the control unit.
  • the reason for reducing the minimum required engine speed is that the pressure wave caused by the pump piston at the time when the valve control pulse is triggered, has already reached the control valve and thus on the control valve is sufficient for a reliable closing pressure amplitude. This is only the case with smaller correction angles if the speed and thus also the pump piston speed are sufficiently high. If the speed exceeds a maximum value of, for example, 1200 rpm, no correction is required and the valve control pulse can close the control valve at the time at which the desired delivery rate is reached.
  • a second embodiment of the invention is shown in which the valve control pulse is extended.
  • a valve control pulse 35 of defined length was triggered at the beginning of the upward movement 36 of the pump piston.
  • an extended valve control pulse 37 is used, which is still active upon the arrival of the pressure wave caused by the pump piston movement.
  • Values for the time extension of the control pulse depending on the load and / or speed of the internal combustion engine depending on the pressure in the fuel rail and depending on the correction angle are stored in the memory of the control unit.
  • the closing of the control valve is supported by the pressure wave, so that a reliable closing and a rapid pressure build-up is ensured.
  • valve control pulse more energy is added to a solenoid of the control valve by extending the valve control pulse. This makes it possible to lower the pressure level required to close the valve.
  • the invention is particularly advantageous in a start of the internal combustion engine, in which the actual pressure in the fuel rail 11 is lower than a desired target pressure.
  • the control valve 18 was closed at the bottom dead center of the pump piston 24 in this situation in order to set a maximum flow rate of the high-pressure pump 8.
  • the control valve 18 is closed later and dispensed with maximum delivery in favor of a safe closing of the control valve 18.

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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)

Abstract

L'invention concerne une pompe haute pression utilisée pour alimenter en carburant la rampe à carburant du système d'injection à accumulateur d'un moteur à combustion interne. Pendant le temps de pompage, la soupape de commande, placée côté entrée de la pompe est fermée, pour séparer la chambre intérieure de la pompe du côté basse pression. Selon l'invention, l'impulsion de commande de soupape, avec laquelle la soupape de commande est fermée, est active au moment où l'onde de pression produite par le mouvement vers l'avant du piston de pompe frappe la soupape de commande. La fermeture de la soupape de commande est assistée par l'impact de l'onde de pression.

Claims (19)

  1. Appareil de commande (15) pour commander une pompe à carburant (8), qui est conçue pour alimenter en carburant une installation d'injection d'un moteur à combustion interne,
    dans lequel l'appareil de commande (15) est conçu pour délivrer une impulsion de commande de soupape pour fermer une soupape de commande (18) de la pompe à carburant (8),
    caractérisé en ce que
    l'appareil de commande est conçu pour délivrer l'impulsion de commande de soupape à un moment où une onde de pression générée par un déplacement vers le haut d'un piston (24) de la pompe à carburant (8) arrive sur la soupape de commande (18) afin de favoriser la fermeture de la soupape de commande, laquelle impulsion de commande de soupape est active au moment où l'onde de pression adopte sa valeur maximale à l'emplacement de la soupape de commande.
  2. Appareil de commande (15) selon la revendication 1, caractérisé en ce que l'appareil de commande (15) est conçu pour déclencher l'impulsion de commande de soupape de manière retardée d'un temps de retard défini par rapport à un point mort bas du piston (24).
  3. Appareil de commande (15) selon la revendication 1 ou 2, caractérisé en ce que l'appareil de commande (15) est conçu pour déterminer le moment où est déclenchée l'impulsion de commande de soupape par un point d'une vitesse de piston la plus grande pendant le déplacement vers le haut du piston (24), en tenant compte d'un temps de parcours nécessaire à une propagation de l'onde de pression du piston (24) à la soupape de commande (18).
  4. Appareil de commande (15) selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'appareil de commande (15) est conçu pour réduire, à régime de moteur croissant, le temps de retard de l'impulsion de commande de soupape par rapport au point mort bas du piston (24).
  5. Appareil de commande (15) selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'appareil de commande (15) est conçu pour déterminer le temps de retard de l'impulsion de commande de soupape sous la forme d'un angle de correction (31) par rapport à un angle d'arbre à cames correspondant au point mort bas du piston (24).
  6. Commande (15) selon la revendication 1, caractérisée en ce que l'appareil de commande (15) est conçu pour utiliser, comme impulsion de commande de soupape, une impulsion de commande de soupape prolongée (37), qui est toujours interrompue au même moment et qui reste active jusqu'au moment où l'onde de pression générée par le déplacement vers le haut du piston arrive sur la soupape de commande.
  7. Appareil de commande (15) selon la revendication 6, caractérisé en ce que l'appareil de commande (15) est conçu pour déterminer le moment jusqu'où l'impulsion de commande de soupape prolongée (37) reste active par un point d'une vitesse de piston la plus grande pendant le déplacement vers le haut du piston (24) en tenant compte d'un temps de parcours nécessaire pour une propagation de l'onde de pression du piston (24) à la soupape de commande (18).
  8. Appareil de commande (15) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'appareil de commande (15) est conçu pour commander une soupape de commande à actionnement électromagnétique avec une impulsion de commande de soupape électrique.
  9. Système d'injection de carburant comprenait
    - un appareil de commande (15) selon l'une quelconque des revendications 1 à 8,
    - une pompe à carburant (8) avec une entrée à basse pression (6), par laquelle du carburant peut être acheminé à la pompe à carburant (8),
    - une pompe à basse pression (3) qui peut acheminer du carburant à l'entrée à basse pression (6) de la pompe à carburant (8),
    - une soupape de commande (18), à l'aide de laquelle peut être interrompu l'acheminement de carburant qui se fait par l'entrée à basse pression (6),
    - une rampe de carburant (11), qui est raccordée à une sortie à haute pression (9) de la pompe à carburant (8) et qui est en outre conçue pour acheminer du carburant à une ou plusieurs soupapes d'injection (12).
  10. Système d'injection de carburant selon la revendication 9, caractérisé en ce que la rampe de carburant (11) présente un capteur de pression (13) qui enregistre une pression de carburant à l'intérieur de la rampe de carburant (11).
  11. Système d'injection de carburant selon la revendication 10, caractérisé en ce que l'appareil de commande (15) est conçu pour faire varier la capacité de transport de la pompe à carburant (8) en fonction de la pression de carburant déterminée par le capteur de pression (13).
  12. Procédé pour faire fonctionner une pompe à carburant (8), qui transporte le carburant au moyen d'un piston (24) et qui, via une sortie à haute pression (9), alimente de la sorte une installation d'injection, dans lequel l'acheminement de carburant à la pompe à carburant qui se fait par une entrée à basse pression (6) peut être interrompu au moyen d'une soupape de commande (18) en fonction d'une impulsion de commande de soupape,
    caractérisé par l'étape suivante :
    - l'application d'une impulsion de commande de soupape sur la soupape de commande (18) pour interrompre l'acheminement de carburant au moment où une onde de pression générée par le déplacement vers le haut du piston (24) arrive sur la soupape de commande (18), dans le but de favoriser la fermeture de la soupape de commande, laquelle impulsion de commande de soupape est active au moment où l'onde de pression adopte sa valeur maximale à l'emplacement de la soupape de commande.
  13. Procédé selon la revendication 12, caractérisé en ce que
    le piston (24) est actionné au moyen d'une came de pompe (22) installée sur un arbre à cames (23).
  14. Procédé selon la revendication 12 ou la revendication 13, caractérisé en ce que l'impulsion de commande de soupape est déclenchée de manière retardée d'un temps de retard défini par rapport au point mort bas du piston (24).
  15. Procédé selon l'une quelconque des revendications 12 à 14, caractérisé en ce que le moment où est déclenchée l'impulsion de commande de soupape est déterminé en fonction d'une vitesse de piston la plus grande pendant le déplacement vers le haut du piston (24) en tenant compte du temps de parcours nécessaire à la propagation de l'onde de pression du piston (24) jusqu'à la soupape de commande (18).
  16. Procédé selon l'une quelconque des revendications 12 à 15, caractérisé en ce que le temps de retard de l'impulsion de commande de soupape par rapport au point mort bas du piston (24) est réduit à régime de moteur croissant.
  17. Procédé selon l'une quelconque des revendications 12 à 16, caractérisé en ce que le temps de retard de l'impulsion de commande de soupape est déterminé comme angle de correction (31) par rapport à l'angle de l'arbre à cames correspondant à la position de point mort bas du piston.
  18. Procédé selon la revendication 12, caractérisé en ce que l'on utilise comme impulsion de commande de soupape une impulsion de commande de soupape prolongée (37) qui reste active jusqu'au moment où l'onde de pression générée par le déplacement vers le haut du piston (24) arrive sur la soupape de commande (18).
  19. Procédé selon la revendication 18, caractérisé en ce que le moment jusqu'où l'impulsion de commande de soupape prolongée (37) reste active est déterminé par le point de la vitesse de piston la plus grande pendant le déplacement vers le haut du piston (24) en tenant compte du temps de parcours nécessaire à la propagation de l'onde de pression du piston (24) jusqu'à la soupape de commande (18).
EP02805260A 2001-12-20 2002-12-06 Dispositif et procede de regulation du fonctionnement d'une soupape de commande d'une pompe haute pression Expired - Fee Related EP1456531B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10162988 2001-12-20
DE10162988A DE10162988B4 (de) 2001-12-20 2001-12-20 Vorrichtung und Verfahren zur Regelung des Steuerventils einer Hochdruckpumpe
PCT/DE2002/004501 WO2003054381A1 (fr) 2001-12-20 2002-12-06 Dispositif et procede de regulation du fonctionnement d'une soupape de commande d'une pompe haute pression

Publications (2)

Publication Number Publication Date
EP1456531A1 EP1456531A1 (fr) 2004-09-15
EP1456531B1 true EP1456531B1 (fr) 2009-08-12

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EP02805260A Expired - Fee Related EP1456531B1 (fr) 2001-12-20 2002-12-06 Dispositif et procede de regulation du fonctionnement d'une soupape de commande d'une pompe haute pression

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Country Link
US (1) US7121263B2 (fr)
EP (1) EP1456531B1 (fr)
DE (2) DE10162988B4 (fr)
WO (1) WO2003054381A1 (fr)

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JP4600369B2 (ja) * 2006-09-05 2010-12-15 株式会社デンソー 減圧弁遅延補償装置、及びプログラム
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US8317157B2 (en) * 2008-12-15 2012-11-27 Continental Automotive Systems Us, Inc. Automobile high pressure pump solenoid valve
US8328158B2 (en) * 2008-12-15 2012-12-11 Continental Automotive Systems Us, Inc. Automotive high pressure pump solenoid valve with limp home calibration
DE102013009147B4 (de) 2013-05-31 2015-11-05 Mtu Friedrichshafen Gmbh Verfahren zum Regeln eines Drucks und Anordnung zum Regeln eines Drucks
US9587581B2 (en) * 2013-06-20 2017-03-07 GM Global Technology Operations LLC Wideband diesel fuel rail control using active pressure control valve
DE102014221674A1 (de) * 2014-10-24 2016-04-28 Robert Bosch Gmbh Verfahren zur Ansteuerung eines elektrisch ansteuerbaren Saugventils
DE102014225528A1 (de) * 2014-12-11 2016-06-16 Robert Bosch Gmbh Verfahren zur Ansteuerung einer Hochdruckpumpe für die Kraftstoffeinspritzung in einen Verbrennungsmotor
DE102016212671B4 (de) * 2016-07-12 2018-05-30 Continental Automotive Gmbh Ansteuerverfahren zum Ansteuern eines Einlassventils einer Kraftstoffhochdruckpumpe und Kraftstoffeinspritzsystem
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DE10064055A1 (de) * 1999-12-24 2001-07-05 Hitachi Ltd Steuervorrichtung für Hochdruck-Kraftstoffpumpe und für Motor mit Direkteinspritzung
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Also Published As

Publication number Publication date
DE50213770D1 (de) 2009-09-24
EP1456531A1 (fr) 2004-09-15
DE10162988B4 (de) 2004-01-15
DE10162988A1 (de) 2003-07-17
WO2003054381A1 (fr) 2003-07-03
US7121263B2 (en) 2006-10-17
US20050224049A1 (en) 2005-10-13

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