EP1556609B1 - Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen - Google Patents

Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen Download PDF

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Publication number
EP1556609B1
EP1556609B1 EP03740102A EP03740102A EP1556609B1 EP 1556609 B1 EP1556609 B1 EP 1556609B1 EP 03740102 A EP03740102 A EP 03740102A EP 03740102 A EP03740102 A EP 03740102A EP 1556609 B1 EP1556609 B1 EP 1556609B1
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EP
European Patent Office
Prior art keywords
pressure
pump
regulating valve
fuel pump
common rail
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
EP03740102A
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German (de)
English (en)
French (fr)
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EP1556609A1 (de
Inventor
Math Lemoure
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Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP1556609A1 publication Critical patent/EP1556609A1/de
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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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/04—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
    • F02M59/06—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement
    • 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
    • F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
    • 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 injection system of an internal combustion engine, with a high-pressure fuel pump, the high-pressure fuel pump having a plurality of pump elements, arranged with a suction side of the high-pressure fuel pump metering valve, wherein the sucked by the pump elements amount of fuel is controlled or controllable by the metering valve, with a common -Rail and with a pressure control valve and wherein the pressure in the common rail is controlled by the pressure regulating valve.
  • the high-pressure fuel pump has a plurality of pump elements and the delivery rate of the high-pressure fuel pump is greatly reduced by the metering valve, there is an unequal distribution of the delivery rate to the pump elements (see EP 1 195 514 A ).
  • the delivery rate of the high-pressure fuel pump is greatly reduced by the metering valve, there is an unequal distribution of the delivery rate to the pump elements (see EP 1 195 514 A ).
  • the pump elements For example, of three pump elements, only two pump elements can make a significant contribution to fuel delivery, while a third pump element is de facto out of service. This effect is undesirable because it leads to increased pressure fluctuations in the common rail and also the power required to drive the high-pressure fuel pump is also subject to strong fluctuations. These power fluctuations as well as the mentioned pressure fluctuations in the common rail to a non-circular running of the engine in the partial load range, especially at idle.
  • the inventive method provides that the amount of fuel flowing through the metering valve is detected, the theoretical delivery volume of the high-pressure fuel pump is detected or calculated, and the pressure regulating valve, when the delivered amount of fuel is less than a predetermined minimum delivery, is so controlled that a defined leakage occurs.
  • the method according to the invention can be increased in the critical for the synchronization of the engine part load ranges with a degree of filling of the pump elements, for example less than 30% of this degree of filling that a defined leakage at the pressure control valve of the common rail is set.
  • a degree of filling of the pump elements for example less than 30% of this degree of filling that a defined leakage at the pressure control valve of the common rail is set.
  • the inventive method is applicable to various types of high-pressure fuel pumps and requires in particular no high-pressure fuel pump with an integrated in the delivery chamber of the pump elements spring of the suction valve of the pump elements. For this reason, the method according to the invention makes no special demands on the high-pressure fuel pump or the fuel injection system.
  • the inventive method requires no additional data, but can on the basis of the data processed by a control unit of a fuel injection system anyway data, such as speed of the internal combustion engine, flow rate through the metering valve and more. For this reason, no additional sensors need to be installed on the internal combustion engine or the fuel injection system, which also contributes to the cost reduction.
  • the predetermined limit value can be freely selected according to the requirements of the fuel injection system.
  • the predetermined limit value can also be stored as a map in the control unit of the internal combustion engine. It has proved to be advantageous if the limit value is selected such that it amounts to approximately 30% of the theoretical delivery rate of the high-pressure fuel pump.
  • the closing force of the pressure regulating valve can be controlled, for example, by changing the ratio between the time intervals in which the pressure regulating valve is de-energized and the time intervals in which the pressure regulating valve is energized.
  • this is only applied if the fuel quantity delivered by the high-pressure fuel pump is greater than the fuel quantity consumed by the injectors. If this condition is not met, leakage at the pressure regulator would result in undersupply of the injectors, which should be avoided at all costs.
  • the control of the pressure regulating valve for setting a defined leakage can be adjusted via a controller and / or via one or more maps.
  • the method according to the invention can also be implemented in the form of a computer program, in particular a computer program that can be stored on a storage medium, or a control unit for a fuel injection system of an internal combustion engine.
  • FIG. 1 shows a common rail injection system according to the prior art is shown schematically.
  • the injection system described in Fig. 1 serves to explain the problem underlying the invention, but the invention is not limited to injection systems of this type.
  • the high-pressure lines of the fuel injection system are shown in FIG. 1 with thick lines, while the low-pressure areas of the fuel injection system are shown with thin lines.
  • a prefeed pump 1 sucks fuel from a tank 5, not shown, via a feed line 3. This is the fuel in one.
  • the prefeed pump 1 may be formed as a gear pump and has a first pressure relief valve 11. On the suction side, the prefeed pump is throttled by a first throttle 13. A pressure side 15 of the prefeed pump 1 supplies a high-pressure fuel pump 17 with fuel.
  • the high-pressure fuel pump 17 is designed as a radial piston pump with three pump elements 19 and drives the prefeed pump 1 at.
  • the prefeed pump 1 can also be driven electrically, for example.
  • each have a check valve 23 is provided, which prevents the high-pressure fuel, which was funded by the pump elements 19 in a common rail 25, can flow back into the pump elements 19.
  • the common rail 25 supplies one or more injectors, not shown in FIG. 1, via a high-pressure line 27 with fuel.
  • the pressure control valve 51 also prevents unacceptably high pressures in the high pressure region of the fuel system. Via the return line 29 and a leakage line 31, the leakage and the control amounts of the injector or not shown, are returned to the tank 5.
  • an unillustrated rail pressure sensor is required, which is usually arranged on the common rail 25.
  • the high-pressure fuel pump 17 is supplied by the feed pump 1 on the one hand with fuel for the pump elements 19 and on the other hand with fuel for lubrication.
  • the amount of fuel which serves to lubricate the high-pressure fuel pump 17 is controlled via a first control valve 35 and a second throttle 37.
  • the prefeed pump 1 also supplies the pump elements 19 with fuel via a distribution line 45.
  • a metering valve 47 is provided between the pressure side 15 of the prefeed pump 1 and the distribution line 45.
  • the metering valve 47 is a flow control valve, which is actuated by a control unit, not shown, of the fuel injection system.
  • the pump elements 19 are thus throttled via the metering valve 47 on the suction side.
  • a third throttle 49 is provided, which is also referred to below as the zero-feed throttle.
  • the zero-feed throttle 49 By the zero-feed throttle 49, the fuel from the distribution line 45 can flow into the crankcase of the high-pressure fuel pump 17 and used there for lubrication of the high-pressure fuel pump 17. Due to the outflow of fuel through the zero-feed throttle 49 of the above-mentioned pressure build-up in the distribution line 45 during coasting due to the leakage of the closed metering valve 47 is prevented.
  • the pressure in the common rail 25 can be regulated both via a pressure regulating valve 51, which can also be designed as a flow control valve, and a metering valve 47.
  • the pressure control valve 51 and the metering valve 47 are also controlled by the control unit, not shown.
  • FIG. 2 two embodiments of Pump elements 19 of a high-pressure fuel pump 17 shown schematically.
  • a pump element 19 consisting essentially of a cylinder bore 53, an oscillating in the cylinder bore 53 pump piston 55 and a suction valve 21, shown greatly simplified.
  • a check valve 23 (see Fig. 1) is not shown, although it is necessary for the function of the pump element 19.
  • a suction valve spring 57 of the suction valve 21 is arranged outside a delivery space 59 bounded by the cylinder bore 53 and the pump piston 55.
  • the dead volume of the delivery chamber 59 can be kept very small, which has a positive effect on the efficiency of the high-pressure fuel pump 17.
  • the delivery behavior of the individual pump elements in the partial load range is very different, which leads to undesirable pressure fluctuations in the common rail and unequal power consumption of the high-pressure fuel pump.
  • FIG. 2b another embodiment of a pump element 19 is shown, the performance in the part load range compared to the embodiment of FIG. 2a is significantly improved.
  • the suction valve spring 57 is supported on the pump piston 55.
  • the dead volume of the delivery chamber 59 is necessarily much larger than that in the Embodiment of FIG. 2a, which has a negative effect in a poorer efficiency of the high-pressure fuel pump.
  • a high-pressure fuel pump 17 which consists of several pump elements 19 shown in FIG. 2b, the delivery behavior of the individual pump elements in the partial load range is almost equal, so that the pressure fluctuations in the common rail are low and the power consumption of the high-pressure fuel pump 17 is very uniform.
  • Fig. 3 is a mass balance of a fuel injection system, which consists essentially of the injectors as consumers and a high-pressure fuel pump as a conveyor, shown.
  • the fuel injection system is operated as known in the art.
  • the high-pressure fuel pump 17 pump elements 19 according to the embodiment of FIG. 2a, ie the Saugventilfeder 57 is disposed outside of the delivery chamber 59.
  • the delivery rate 61 in liters / hour over twice the speed n of the high-pressure fuel pump 17 (see Fig. 1) is shown.
  • a line designated m HDP, theor in Fig. 3 shows the theoretical flow rate of the high-pressure fuel pump.
  • the theoretical flow rate m HDP, theor increases linearly with the speed.
  • the actual flow rate m HDP, eff is less than an applicable minimum flow m min (or m limit )
  • the pressure regulating valve 51 is actuated such that a defined leakage occurs at the pressure regulating valve 51.
  • the minimum delivery rate m MIN may, for example, be 30% of the theoretical delivery rate m HDP . theor .
  • the minimum delivery m min depends on the operating behavior of the high-pressure pump 17 and can therefore be stored, for example, in a characteristic curve or a characteristic field.
  • the determination of the operating point-dependent minimum delivery rate m Min can be made by measurements or calculations.
  • the delivery rate m HDP, eff * which is composed of the fuel consumption of the injectors m HDP, eff plus the operating point-dependent leakage 67, is in no case greater than the maximum delivery rate 63 high-pressure fuel pump.
  • the leakage 67 can be adjusted by the ratio of the time intervals within which the magnet armature of the pressure regulating valve 51 is energized, at the intervals within which the armature is de-energized, is changed accordingly.
  • the desired defined leakage 67 can be adjusted by a correspondingly different control of the pressure control valve 51.
  • FIG. 4 the pressure profile in the common rail 25 of a radial piston pump with three pump elements 19 is shown without application of the method according to the invention.
  • one revolution of the high-pressure fuel pump 17 is delimited by two vertical lines. It can clearly be seen that of the three pump elements only two pump elements make a significant contribution to the total delivery of the high-pressure fuel pump. These contributions are designated in FIG. 4 by I and II. By contrast, the contribution III of the third pump element is negligibly small. 4 shows a fuel injection system according to the prior art without the use of the method according to the invention.
  • Fig. 5 the same fuel injection system without application of the method according to the invention is shown in diagram form. In Fig. 5 is over the time the volume flow m Zumess through the metering valve 47 (s. Fig. 1).
  • a line 69 indicates the duty cycle on the pressure regulating valve 51.
  • the duty cycle is a measure of the closing force with which the valve member of the pressure regulating valve 51 is pressed against its sealing seat.
  • Another line shows the desired value of the pressure p desired in the common rail 25. Both the desired value p setpoint and the duty cycle 69 are constant in time in FIG.
  • a line 73 shows the measured actual pressure in the common rail. From Fig. 5 it is clear that both the flowing through the metering valve 47 amount of fuel m meter and the pressure 73 in the common rail 25 are subject to relatively strong temporal variations.
  • FIG. 6 the pressure curve of the high-pressure fuel pump of the same fuel injection system as in Fig. 4, but with application of the method according to the invention, is shown. It is clear from this illustration that the delivery rate of the high-pressure fuel pump 17 has been increased to such an extent by the defined leakage at the pressure regulating valve 51 that all three pump elements make an approximately equal contribution to the total delivery rate of the high-pressure fuel pump 17 (see FIGS. 1, II and III in FIG ).
  • control quality of the actual pressure 73 in the common rail 25 has also been greatly improved by the use of the method according to the invention. This can be seen from the comparison of FIGS. 7 and 5 from the fact that the differences between maximum value and minimum value are reduced.
  • the differences in rail pressure between maximum and minimum could be reduced from 38 bar to 24 bar for a fuel injection system investigated.
  • no change in the fuel injection system is required for the application of the method according to the invention; only the software in the control unit has to be adapted accordingly.
  • FIG. 8 shows a flow diagram of an exemplary embodiment of the method according to the invention.
  • the metering valve 47 and the pressure regulating valve 51 are activated in such a way that a predetermined desired value is established in the common rail 25.
  • a characteristic curve is used to store a minimum delivery rate m min or a minimum percentage filling of the pump, depending on the engine or pump speed. This is multiplied by the theoretical delivery volume m HDP, theor of the high-pressure fuel pump 17, for example, and subsequently the result is deducted from the actual delivery rate m Hdp, eff of the pump.
  • the Volume flow difference is converted for example via a controller or via one or more maps in a control variable for the pressure control valve 51.
  • the manipulated variable or the duty cycle at the pressure regulating valve is correspondingly reduced.
  • the pressure in the common rail 25 will change.
  • the increase in leakage at the pressure control valve 51 or the pressure change in the common rail 25 is compensated by the metering valve 47 is further compensated via the manipulated variable of the metering valve 47. If the current delivery rate of the high-pressure fuel pump 17 is greater than the applied minimum delivery rate m min , then the pressure regulating valve 51 remains or is closed.
  • the control of the pressure control valve 51 for example, depending on the manipulated variable of the metering valve, the target pressure in the common rail 25 and a speed, pump or engine speed with which the high-pressure fuel pump 17 is driven, take place.

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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)
EP03740102A 2002-10-11 2003-06-23 Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen Expired - Lifetime EP1556609B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10247564 2002-10-11
DE10247564A DE10247564A1 (de) 2002-10-11 2002-10-11 Verfahren zum Betreiben eines Common-Rail-Kraftstoffeinspritzsystems für Brennkraftmaschinen
PCT/DE2003/002086 WO2004036034A1 (de) 2002-10-11 2003-06-23 Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen

Publications (2)

Publication Number Publication Date
EP1556609A1 EP1556609A1 (de) 2005-07-27
EP1556609B1 true EP1556609B1 (de) 2007-08-22

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EP03740102A Expired - Lifetime EP1556609B1 (de) 2002-10-11 2003-06-23 Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen

Country Status (5)

Country Link
US (1) US7059302B2 (ja)
EP (1) EP1556609B1 (ja)
JP (1) JP4317133B2 (ja)
DE (2) DE10247564A1 (ja)
WO (1) WO2004036034A1 (ja)

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EP1556609A1 (de) 2005-07-27
JP4317133B2 (ja) 2009-08-19
DE10247564A1 (de) 2004-04-22
JP2006503205A (ja) 2006-01-26
DE50308024D1 (de) 2007-10-04
WO2004036034A1 (de) 2004-04-29
US20050103313A1 (en) 2005-05-19
US7059302B2 (en) 2006-06-13

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