EP1468182A1 - Verfahren und vorrichtung zur temperaturbestimmung des kraftstoffs in einem speicher-einspritzsystem - Google Patents
Verfahren und vorrichtung zur temperaturbestimmung des kraftstoffs in einem speicher-einspritzsystemInfo
- Publication number
- EP1468182A1 EP1468182A1 EP03767691A EP03767691A EP1468182A1 EP 1468182 A1 EP1468182 A1 EP 1468182A1 EP 03767691 A EP03767691 A EP 03767691A EP 03767691 A EP03767691 A EP 03767691A EP 1468182 A1 EP1468182 A1 EP 1468182A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- temperature
- pressure
- sound
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- 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
- 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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/04—Fuel pressure pulsation in common rails
Definitions
- the invention is based on a method or a device for determining the temperature of fuel in a storage injection system, in particular in a common rail injection system of a motor vehicle, the fuel flowing via a high pressure tank (common rail) to connected injection valves (injectors) of the injection system , which can be controlled by corresponding actuators, and wherein the pressure of the fuel in the high-pressure container is detected by a pressure sensor, according to the preamble of the independent claims 1 and 10.
- Common rail injection system is called an injection cycle by means of the injection duration, ie is controlled by the opening time of the nozzle needle of the injector, the pressure of the fuel to be injected prevailing in the injector or the rail also being taken into account.
- the pressure is usually measured with a pressure sensor which is arranged at a suitable point on the high-pressure container (rail).
- a pressure sensor which is arranged at a suitable point on the high-pressure container (rail).
- it is more difficult to measure the temperature It is technically difficult to arrange a temperature sensor in the high pressure area.
- a temperature sensor which also requires a corresponding control device, is relatively expensive and therefore undesirable. In practice, therefore, the installation of the temperature sensor has either been dispensed with, or attempts have been made to roughly estimate the fuel temperature in the high pressure range using other system components.
- an injection duration is derived from a map, which is based on a corrected static pressure in the high-pressure accumulator.
- the correction value takes into account the vibration behavior of the fuel as a function of its compressibility, the amount of fuel withdrawn or the activation period from a previous injection process. Furthermore, it is provided to take into account differences in the pressure curve, in particular as a function of the temperature of the fuel. It is also proposed to consider the compressibility of the fuel, which also exerts an influence on the vibration behavior. The compressibility can include recorded by the speed of sound. However, it is not clear from the patent which method is used in particular to determine the temperature of the fuel.
- the invention has for its object to determine the temperature of the fuel in a memory injection system without a temperature sensor. This object is achieved with the features of claims 1 and 10.
- the method according to the invention and the device for determining the temperature of the fuel in a storage injection system with the characterizing features of Additional claims 1 and 10 have the advantage that not only the pressure in the high-pressure container can be measured with the existing pressure sensor, but also the pressure wave of the fuel that is triggered during the injection process at an injector is detected. It is considered a particular advantage that this can first be used to determine the speed of sound of the fuel. Since the speed of sound is a function of pressure and temperature, the temperature of the fuel can therefore be inferred when the pressure is known. A separate temperature sensor is not required because the pressure sensor, which is present anyway, provides all the information required for determining the temperature.
- the temperature of the fuel can be easily determined with a known pressure in the high-pressure container and a known speed of sound, without the need for a separate temperature sensor.
- the temperature of the fuel can be determined in a simple manner, for example using a diagram in which temperature curves are plotted as a function of the pressure and the speed of sound.
- the temperature of the fuel can alternatively also be determined using an algorithm that contains the dependence of the three parameters of pressure, temperature and speed of sound as a function.
- Such functions can be easily programmed and then solved by a computer unit.
- the properties of the fuel are physically linked, other parameters of the fuel can also be determined if the speed and speed of sound are known to be dependent on pressure and temperature.
- the density and / or the viscosity of the fuel can be determined, for example, by comparison without the need for additional sensors.
- a predetermined amount of fuel can advantageously be injected in a precisely metered manner, since the opening duration of the nozzle needle of the injector can be corrected or reliably and precisely controlled with the known and determined values.
- a computer unit In the device for detecting the temperature of the fuel, a computer unit is advantageously provided which can be controlled by a corresponding software program.
- a software program is easier to adapt to specified conditions than, for example, a specially coordinated hardware solution. This allows the injection system not only work with high precision, but is also flexible and universally applicable.
- FIG. 1 shows a schematic representation of a storage injection system with four injectors
- FIG. 2 shows a diagram on which the principle of the generation of a pressure wave can be recognized
- FIG. 3 shows a diagram with a current curve for controlling a piezoelectric actuator
- FIG. 4 shows a diagram associated with FIG. 3 with two temperature curves
- FIG. 5 shows a further diagram in which temperature curves are plotted as a function of the speed of sound and the pressure
- Figure 6 shows a circuit arrangement for the temperature determination
- FIG. 7 shows a flowchart for a software program.
- a memory injection system (common rail injection system) 1 can be seen in a schematic representation, as can be used, for example, in a four-cylinder diesel engine. It essentially has a high-pressure tank 2, the so-called common rail, in which fuel (in this case diesel oil) is under very high pressure. The high pressure is generated by a fuel pump and a control circuit, which have been omitted in FIG. 1 for reasons of clarity. Essential is that the pressure in the rail 2 is detected by a pressure sensor 4. The pressure sensor 4 supplies a signal to a control circuit which adjusts the pressure in the rail 2 in accordance with the specified conditions.
- injection valves or injectors 5 are connected, each of which has a nozzle needle at its end, via which the fuel can escape when the injector 5 is activated and is thereby injected into the combustion chamber of the engine.
- the injectors 5 are actuated by actuators 3, which operate according to the piezoelectric principle, for example, and expand reversibly in the longitudinal axis of the injector 5 when an electrical voltage pulse is applied.
- the lightning arrow on the left injector 5 of FIG. 1 is intended to indicate that the actuator 3 is controlled in this injector 5.
- the pressure wave travels the distance s from the injector 5 to the pressure sensor 4, the length of which is known, and arrives at the pressure sensor 4 with a certain delay (running time).
- the running time of the pressure wave is, in addition to other parameters, essentially dependent on the pressure in the injection system 1 and the temperature of the fuel.
- the pressure wave is detected by the pressure sensor 4, which forwards its measured value to a corresponding evaluation device for processing (see arrow). Furthermore, a measuring device records the running time of the pressure wave, as will be explained in more detail later. This process is first explained in more detail in the diagram for FIG. 2.
- the diagram of FIG. 2 shows the basic curve of the pressure P of a pressure wave over the transit time t in the lower curve.
- the upper curve shows a curve with a drive current pulse as typically is usually used to control the piezoelectric actuator 3.
- the static pressure value P1 is present in the rail 2.
- the control pulse for the actuator 3 is switched on, which can be recognized by the positive half-wave of the current pulse.
- the control pulse has already been switched off at the time t1.
- the nozzle needle of the injector 5 has been opened and the fuel has been injected, so that the pressure wave shown in the lower curve has formed.
- a standing wave forms on the right-hand part, on which the frequency can be measured.
- This standing wave can alternatively be used to determine the speed of sound.
- FIG. 3 again shows the control current curve for the actuator 3, as has already been explained for FIG. 2. Again, only one injection pulse was shown here.
- an activation cycle generally consists of a sequence of injection pulses that are switched in a short time interval.
- the curve T rai ⁇ 2 has a longer transit time t2 than the curve T rai n.
- a simple evaluation for the temperature determination can take place, for example, in such a way that, starting from a pressure value Pl the running time of the pressure wave at a lower pressure value P2 is recorded by the measuring device. The difference between the two running times t2-tl is then a measure of the temperature of the fuel, based on a reference value.
- the speed of sound V is plotted on the Y axis and the pressure P on the X axis.
- the curves a ... h are temperature curves as they can be measured, for example, by empirical measurements as a function of the speed of sound V and the pressure P.
- diagrams are designed in the form of corresponding tables or as an algorithm.
- FIG. 6 shows a schematic representation of a circuit diagram for a device with a computer-controlled measuring device 11, with which the running time measurement dt and also the speed of sound V of the fuel can be determined. NEN.
- the measuring device 11 is connected to the pressure sensor 4, from which it receives the signal of the pressure wave.
- the measuring device 11 is connected to a computer unit 10, which is designed with a memory 12 and all the necessary units.
- the computer unit 10 is controlled by a software program that is stored in the memory 12. It is advantageous to use an existing computer unit 10 and memory 12 for this task in order to reduce the effort.
- the result of the temperature for the fuel is then available at the output T of the computer unit 10 for further use, in particular for controlling the injection duration.
- FIG. 7 shows a flow diagram for a software program for controlling the computer unit 10.
- the static pressure value Pl is first stored in the memory 12 (item 21).
- the running time measurement t or the determination of the difference dt takes place.
- the determined values are converted into the speed of sound V or the speed difference dV.
- the temperature T is then determined in position 24 and the result is output in position 25.
- the program can jump back to position 20 and start a new cycle.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10301264A DE10301264B4 (de) | 2003-01-15 | 2003-01-15 | Verfahren und Vorrichtung zur Temperaturbestimmung des Kraftstoffs in einem Speicher-Einspritzsystem |
DE10301264 | 2003-01-15 | ||
PCT/EP2003/013381 WO2004063547A1 (de) | 2003-01-15 | 2003-11-27 | Verfahren und vorrichtung zur temperaturbestimmung des kraftstoffs in einem speicher-einspritzsystem |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1468182A1 true EP1468182A1 (de) | 2004-10-20 |
EP1468182B1 EP1468182B1 (de) | 2007-02-14 |
Family
ID=32667601
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03767691A Expired - Fee Related EP1468182B1 (de) | 2003-01-15 | 2003-11-27 | Verfahren und vorrichtung zur temperaturbestimmung des kraftstoffs in einem speicher-einspritzsystem |
Country Status (5)
Country | Link |
---|---|
US (1) | US7110875B2 (de) |
EP (1) | EP1468182B1 (de) |
AU (1) | AU2003292145A1 (de) |
DE (2) | DE10301264B4 (de) |
WO (1) | WO2004063547A1 (de) |
Families Citing this family (20)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004057963A1 (de) * | 2004-12-01 | 2006-06-08 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Anregung von Druckschwankungen in einem Kraftstoffversorgungssystem einer Brennkraftmaschine |
JP4765440B2 (ja) * | 2005-07-05 | 2011-09-07 | 日産自動車株式会社 | エンジンの燃料供給方法及びエンジンの燃料供給装置 |
DE102005036190A1 (de) * | 2005-08-02 | 2007-02-08 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines Einspritzsystems einer Brennkraftmaschine |
US7600417B2 (en) * | 2005-12-15 | 2009-10-13 | Hamilton Sundstrand Corporation | Ultrasonic-densiometer mass flow sensor for use in flow metering units |
GB0613948D0 (en) * | 2006-07-13 | 2006-08-23 | Delphi Tech Inc | Fuel temperature estimation and control of fuel injection |
DE102007052096B4 (de) * | 2007-10-31 | 2009-07-09 | Continental Automotive Gmbh | Verfahren zur Erkennung einer Kraftstoffsorte |
DE102007053248B4 (de) * | 2007-11-08 | 2009-07-09 | Continental Automotive Gmbh | Kraftstoffsystem zum Steuern einer Brennkraftmaschine und Verfahren zum Steuern eines solchen Kraftstoffsystems |
EP2058498B1 (de) | 2007-11-09 | 2013-07-10 | Continental Automotive GmbH | Verfahren zur Bestimmung der Kraftstofftemperatur in einem Kraftstoffleitungseinspritzsystem |
DE102008031535B3 (de) * | 2008-07-03 | 2010-01-21 | Continental Automotive Gmbh | Verfahren zum Ermitteln einer Temperatur eines Kraftstoffes eines Einspritzsystems |
JP5212400B2 (ja) * | 2009-04-15 | 2013-06-19 | 株式会社デンソー | 圧力検出装置 |
DE102010034133B4 (de) * | 2010-08-12 | 2021-04-22 | Volkswagen Ag | Verfahren zum Detektieren eines Kraftstoffes in einem Kraftstoffzuführungssystem einer Brennkraftmaschine |
JP5394432B2 (ja) * | 2011-04-01 | 2014-01-22 | 株式会社日本自動車部品総合研究所 | 燃料状態推定装置 |
US8831857B2 (en) | 2012-03-07 | 2014-09-09 | Ford Motor Company Of Australia Limited | Method and system for estimating fuel composition |
US9133783B2 (en) | 2012-03-07 | 2015-09-15 | Ford Global Technologies, Llc | Method and system for estimating fuel system integrity |
DE102013201780B3 (de) * | 2013-02-04 | 2014-02-27 | Continental Automotive Gmbh | Verfahren zum Ermitteln der Kraftstofftemperatur |
DE102014225530A1 (de) | 2014-12-11 | 2016-06-16 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Kraftstoffinjektors |
DE102015206128A1 (de) * | 2015-04-07 | 2016-10-13 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Kraftstoffinjektors |
DE102015220327A1 (de) * | 2015-10-19 | 2017-04-20 | Robert Bosch Gmbh | Verfahren zum Bestimmen mindestens einer Kraftstoffeigenschaft |
CN105549645B (zh) * | 2016-01-25 | 2017-07-18 | 民权县质量技术监督检验测试中心 | 一种基于声波测温的冷藏箱温度控制方法 |
DE102020208055A1 (de) | 2020-06-29 | 2021-12-30 | Robert Bosch Gesellschaft mit beschränkter Haftung | Verfahren und Recheneinheit zum Ermitteln wenigstens eines physikalischen Parameters eines Fluids oder eines Fluidgemisches |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3688750A (en) * | 1970-04-30 | 1972-09-05 | Physics Int Co | Mass flow metered fuel injection system |
NO791305L (no) * | 1978-08-04 | 1980-02-05 | Sub Sea Oil Services Ssos | Gassanalysator |
US4754650A (en) * | 1983-07-29 | 1988-07-05 | Panametrics, Inc. | Apparatus and methods for measuring fluid flow parameters |
DE4343855C2 (de) * | 1993-12-22 | 1995-10-26 | Samson Ag | Verfahren zur Zustandsbestimmung eines Fluides, insbesondere eines im wesentlichen gasförmigen Mediums |
DE19633156A1 (de) * | 1996-08-17 | 1998-02-19 | Bosch Gmbh Robert | Vorrichtung und Verfahren zur Steuerung einer Brennkraftmaschine |
DE19720378C2 (de) | 1997-05-15 | 2002-03-14 | Daimler Chrysler Ag | Verfahren zur Bestimmung der Öffnungszeit eines Einspritzventiles einer Hochdruckspeicher-Einspritzanlage |
DE19841533C2 (de) * | 1997-09-12 | 2003-03-27 | Iav Gmbh | Verfahren und Einrichtung zum Erfassen der Kraftstofftemperatur bei Verbrennungsmotoren |
US6138642A (en) * | 1998-09-14 | 2000-10-31 | Ford Global Technologies, Inc. | Method and system for compensating fuel rail temperature |
DE19946910A1 (de) * | 1999-09-30 | 2001-04-05 | Bosch Gmbh Robert | Verfahren und Einrichtung zur Ermittlung der Kraftstofftemperatur in einem Common-Rail-System |
JP3786062B2 (ja) * | 2001-11-06 | 2006-06-14 | 株式会社デンソー | 蓄圧式燃料噴射装置 |
-
2003
- 2003-01-15 DE DE10301264A patent/DE10301264B4/de not_active Expired - Fee Related
- 2003-11-27 AU AU2003292145A patent/AU2003292145A1/en not_active Abandoned
- 2003-11-27 EP EP03767691A patent/EP1468182B1/de not_active Expired - Fee Related
- 2003-11-27 DE DE50306493T patent/DE50306493D1/de not_active Expired - Lifetime
- 2003-11-27 WO PCT/EP2003/013381 patent/WO2004063547A1/de active IP Right Grant
-
2004
- 2004-08-20 US US10/923,314 patent/US7110875B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO2004063547A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE10301264A1 (de) | 2004-08-05 |
DE50306493D1 (de) | 2007-03-29 |
US20050049777A1 (en) | 2005-03-03 |
WO2004063547A1 (de) | 2004-07-29 |
US7110875B2 (en) | 2006-09-19 |
EP1468182B1 (de) | 2007-02-14 |
AU2003292145A1 (en) | 2004-08-10 |
DE10301264B4 (de) | 2006-09-21 |
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