EP1583900A1 - Fuel injection system and method for determining the feed pressure of a fuel pump - Google Patents

Fuel injection system and method for determining the feed pressure of a fuel pump

Info

Publication number
EP1583900A1
EP1583900A1 EP03767390A EP03767390A EP1583900A1 EP 1583900 A1 EP1583900 A1 EP 1583900A1 EP 03767390 A EP03767390 A EP 03767390A EP 03767390 A EP03767390 A EP 03767390A EP 1583900 A1 EP1583900 A1 EP 1583900A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pump
injection system
pressure
evaporation
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
Application number
EP03767390A
Other languages
German (de)
French (fr)
Other versions
EP1583900B1 (en
Inventor
Gerhard Eser
Gerhard Schopp
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Siemens AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1583900A1 publication Critical patent/EP1583900A1/en
Application granted granted Critical
Publication of EP1583900B1 publication Critical patent/EP1583900B1/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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
    • 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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • 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
    • F02M63/0275—Arrangement of common rails
    • F02M63/028—Returnless common rail system
    • 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
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails

Definitions

  • the invention relates to a fuel injection system with a fuel accumulator, to which fuel is supplied via at least one first pump and to which fuel is discharged via injectors.
  • the invention relates to a method for determining the delivery pressure of a first pump of a fuel injection system, which has a fuel accumulator, to which fuel is supplied via the first pump and to which fuel is discharged via injectors.
  • the fuel is conveyed from the tank into a fuel storage device, which is also referred to as a fuel rail, with at least one pump.
  • the fuel mass is introduced into the combustion chamber or at least one intake manifold of the internal combustion engine via injectors connected to the fuel accumulator.
  • injectors are opened for a defined time.
  • the delivery pressure of the pump must be high enough to be able to avoid cavitation due to the evaporation of fuel in the system, whereby the pressure at which the fuel evaporates essentially depends on the fuel temperature and the evaporation behavior of the fuel.
  • the invention is based on the object of developing the generic fuel injection systems and the generic methods in such a way that the energy consumption for driving the pump and thus the fuel consumption are reduced and cavitation by evaporation of fuel is further avoided.
  • the fuel injection system builds on the generic prior art in that the delivery pressure of the first pump is set as a function of the fuel temperature and the evaporation behavior of the fuel. Since with this solution the current fuel properties are included in the setting of the delivery pressure or the calculation of the target value for the delivery pressure, it is no longer necessary to provide a corresponding reserve in the fuel pressure for fuels with a high tendency to evaporation, such as the winter fuels or worst mentioned -Case fuels to be provided so that the energy consumption of the pump and thus the fuel consumption can be reduced overall.
  • the delivery pressure of the first pump is set to a minimum value at which cavitation due to evaporation of fuel is just being avoided. This reduces the pump's energy consumption as much as possible.
  • the delivery pressure of the first pump is controlled by a control and / or regulating device. device that controls the first pump.
  • a control device a fuel pressure sensor is preferably provided behind the pump, which delivers an actual fuel pressure value or a corresponding signal that is fed to the control and / or regulating device.
  • the latter calculates a target fuel pressure value depending on the fuel temperature and the evaporation behavior of the fuel.
  • the fuel temperature can be determined, for example, using a fuel temperature model, and the evaporation behavior of the
  • Fuel can be determined via a starting quantity adaptation, which will be explained in more detail later.
  • a suitable pump control can then be calculated on the basis of a comparison of the actual fuel pressure value with the desired fuel pressure value.
  • control and / or regulating device determines the fuel temperature by modeling.
  • the current fuel temperature can be inferred from temperatures that are already detected by sensors, such as the cooling water temperature and so on.
  • embodiments of the fuel injection system according to the invention come into consideration, in which it is provided that the control and / or regulating device is supplied with the fuel temperature detected by a temperature sensor. It is advantageous if the temperature sensor detects the fuel temperature behind the pump.
  • Embodiments of the fuel injection system according to the invention are furthermore considered, in which it is provided that the control and / or regulating device determines the evaporation behavior of the fuel by modeling.
  • modeling is because a direct determination of the evaporation behavior of the fuel in the motor vehicle is comparatively complex.
  • the basic idea of the invention includes any options for communicating to the control and / or regulating device the evaporation behavior of the refueled fuel.
  • the evaporation behavior of the fuel is determined by modeling
  • embodiments of the fuel injection system according to the invention come into consideration, in which it is provided that the evaporation behavior of the fuel is determined via a fuel quantity adaptation algorithm.
  • the fuel quantity adaptation algorithm is provided anyway in many generic fuel injection systems in order to set the injected fuel quantity. Since the amount of fuel to be injected also depends on the evaporation behavior of the fuel, the evaporative behavior of the fuel can be deduced directly or indirectly in a particularly simple manner by the fuel amount adaptation algorithm.
  • a lambda probe output signal is used to determine the evaporation behavior of the fuel. If the same amount of fuel with different evaporation behavior is injected, different lambda probe output signals are obtained. It is therefore possible, for example, to provide a map in which the evaporation behavior of the fuel can be inferred from the lambda probe output signal.
  • the first pump is a low pressure pump and that the low pressure pump is followed by a second pump in the form of a high pressure pump.
  • the high pressure pump can especially a high pressure pump with controlled or regulated mass flow.
  • the method according to the invention builds on the generic prior art in that the delivery pressure of the first pump is set as a function of the fuel temperature and the evaporation behavior of the fuel.
  • the delivery pressure of the first pump is set to a minimum value at which cavitation through evaporation of fuel is just being avoided.
  • the delivery pressure of the first pump is set by a control and / or regulating device which controls the first pump.
  • certain embodiments of the method according to the invention can provide that the fuel temperature is determined by modeling.
  • the fuel temperature is recorded via a temperature sensor. It is also preferred for the method according to the invention that the evaporation behavior of the fuel is determined by modeling.
  • the evaporation behavior of the fuel is determined via a fuel quantity adaptation algorithm.
  • a preferred development of the method according to the invention provides that a lambda probe output signal is used to determine the evaporation behavior of the fuel.
  • the first pump is a low-pressure pump and that the low-pressure pump is followed by a second pump in the form of a high-pressure pump.
  • the invention makes it possible to determine the required setpoint for the delivery pressure of a low-pressure fuel pump in such a way that cavitation (straight) is avoided.
  • This can be done in an advantageous manner by modeling the fuel temperature on the basis of various measurement or model values already present in the control and / or regulating device and the inclusion of adaptation values from the fuel quantity adaptation, in particular the fuel starting quantity adaptation.
  • the starting quantity adaptation is a functionality that adjusts the amount of fuel injected at the start depending on the evaporation behavior of the fuel. For example, by lowering the fuel pressure setpoint in the flow of a high-pressure pump to a minimum value, fuel savings can be achieved due to the reduced delivery capacity of the low-pressure fuel pump.
  • Figure 1 exemplary vapor pressure curves of commercially available fuels
  • FIG. 2 is a schematic representation of an embodiment of the fuel injection system according to the invention.
  • FIG. 3 shows a flow diagram which illustrates an embodiment of the method according to the invention.
  • Figure 1 illustrates exemplary vapor pressure curves of commercially available fuels. The curves for a so-called worst-case fuel, a common European winter fuel and a common European summer fuel are shown from top to bottom. The illustration in FIG. 1 shows that worst-case fuels require a higher pressure than conventional European summer fuels in order to avoid cavitation due to the evaporation of fuel.
  • FIG. 2 shows a schematic representation of an embodiment of the fuel injection system according to the invention.
  • Such injection systems are also referred to as common rail injection systems.
  • the fuel injection system shown has a rail or a fuel accumulator 10, to which a plurality of injectors 14 are assigned, via which fuel can be injected from the fuel accumulator 10 into the combustion chambers or an intake pipe of an internal combustion engine.
  • the injectors 14 are one
  • Control and / or regulating device 16 is controlled in order to operate for a time determined by the control and / or regulating device 16. open permanently.
  • the fuel accumulator 10 is connected via a high pressure line 28 to the outlet of a mass flow regulated high pressure pump 18.
  • the suction side of the high pressure pump 18 is connected via a low pressure line 26 to the outlet of a low pressure pump 12.
  • the suction side of the low-pressure pump 12 is connected via a suction line 24 to a fuel tank 20 from which fuel can be drawn.
  • the delivery pressure of the low-pressure pump 12 is set by the control and / or regulating device 16.
  • the control and / or regulating device 16 is supplied with the output signal of a pressure sensor 22 arranged in the low pressure line 26.
  • the regulating and / or control device 16 has models for determining the fuel temperature and the evaporation behavior of the fuel that is currently present in the fuel tank 20. These models can evaluate the output signals from sensors which are not shown but which are present anyway. With regard to the fuel temperature in particular, it would alternatively be possible in a relatively simple manner to provide a temperature sensor in or on the low-pressure line 26.
  • the control and / or regulating device 16 calculates a delivery pressure target value on the basis of the fuel temperature and the evaporation behavior of the fuel and compares this with an actual value determined via the pressure sensor 22 in order to suitably track the delivery pressure of the low-pressure pump 12 to the delivery pressure target value. If fuel with a higher tendency to evaporate is contained in the fuel tank 20, the delivery pressure target value is higher than in a case in which a
  • FIG. 3 shows a flow diagram which illustrates an embodiment of the method according to the invention.
  • the method shown begins at step S1.
  • step S2 the fuel temperature is recorded by modeling.
  • the current fuel temperature can be inferred in a particularly advantageous manner from the cooling water temperature which is already known.
  • step S3 the evaporation behavior of the fuel is determined by modeling.
  • the lambda probe output signal can be used, for example, because different lambda probe output signals are obtained when the same amounts of fuel with different evaporation behavior are injected.
  • the delivery pressure of the low-pressure pump is determined as a function of the fuel temperature and the evaporation behavior of the fuel via a map, for example via a map as shown in FIG. 1.
  • the delivery pressure of the low-pressure pump is preferably determined in such a way that cavitation through evaporation of fuel is just avoided.
  • the illustrated embodiment of the method according to the invention ends at step S5.

Landscapes

  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

The invention relates to a fuel injection system comprising a fuel reservoir (10) to which fuel is fed via at least one first pump (12) and from which fuel is discharged via injectors (14). The invention is characterized in that the feed pressure of the first pump (12) is adjusted depending on fuel temperature and evaporative behavior of the fuel.

Description

Beschreibungdescription
Kraftstoffeinspritzsystem und Verfahren zur Bestimmung des Förderdrucks einer KraftstoffpumpeFuel injection system and method for determining the delivery pressure of a fuel pump
Die Erfindung betrifft ein Kraftstoffeinspritzsystem mit einem KraftstoffSpeicher, dem über zumindest eine erste Pumpe Kraftstoff zugeführt wird und dem über Injektoren Kraftstoff abgeführt wird.The invention relates to a fuel injection system with a fuel accumulator, to which fuel is supplied via at least one first pump and to which fuel is discharged via injectors.
Weiterhin betrifft die Erfindung ein Verfahren zur Bestimmung des Förderdrucks einer ersten Pumpe eines Kraftstoffeinspritzsystems, das einen KraftstoffSpeicher aufweist, dem ü- ber die erste Pumpe Kraftstoff zugeführt wird und dem über Injektoren Kraftstoff abgeführt wird.Furthermore, the invention relates to a method for determining the delivery pressure of a first pump of a fuel injection system, which has a fuel accumulator, to which fuel is supplied via the first pump and to which fuel is discharged via injectors.
Bei den gattungsgemäßen Kraftstoffeinspritzsystemen für Brennkraftmaschinen wird der Kraftstoff mit zumindest einer Pumpe aus dem Tank in einen KraftstoffSpeicher gefördert, der auch als Kraftstoffrail bezeichnet wird. Über mit dem KraftstoffSpeicher in Verbindung stehende Injektoren wird die Kraftstoffmasse aus dem KraftstoffSpeicher in den Brennraum oder zumindest ein Saugrohr der Brennkraftmaschine eingebracht. Um die geforderte Kra tstoffmasse einspritzen zu kön- nen, werden die Injektoren für eine definierte Zeit geöffnet. Der Förderdruck der Pumpe muss hoch genug sein, um eine Kavitation durch Verdampfung von Kraftstoff im System vermeiden zu können, wobei es im Wesentlichen von der Kraftstofftempe- ratur und dem Verdampfungsverhalten des Kraftstoffs abhängt, bei welchem Druck der Kraftstoff verdampft. Selbst wenn die Kraftstofftemperatur zur Bestimmung des Sollwertes für den Förderdruck herangezogen wird, ist es immer noch erforderlich, zur sicheren Vermeidung von Kavitation einen entsprechenden Vorhalt im Kraftstoffdruck für Kraftstoffe mit hoher Verdampfungsneigung vorzusehen, beispielsweise für Winterkraftstoffe oder sogenannte " orst-Case-Kraftstoffe" . Der Erfindung liegt die Aufgabe zugrunde, die gattungsgemäßen Kraftstoffeinspritzsysteme und die gattungsgemäßen Verfahren derart weiterzubilden, dass der Energieverbrauch für den Antrieb der Pumpe und somit der Kraftstoffverbrauch gesenkt sowie eine Kavitation durch Verdampfung von Kraftstoff weiterhin vermieden wird.In the fuel injection systems of the generic type for internal combustion engines, the fuel is conveyed from the tank into a fuel storage device, which is also referred to as a fuel rail, with at least one pump. The fuel mass is introduced into the combustion chamber or at least one intake manifold of the internal combustion engine via injectors connected to the fuel accumulator. In order to be able to inject the required mass of fuel, the injectors are opened for a defined time. The delivery pressure of the pump must be high enough to be able to avoid cavitation due to the evaporation of fuel in the system, whereby the pressure at which the fuel evaporates essentially depends on the fuel temperature and the evaporation behavior of the fuel. Even if the fuel temperature is used to determine the setpoint for the delivery pressure, it is still necessary to provide a corresponding reserve in the fuel pressure for fuels with a high tendency to evaporation, for example for winter fuels or so-called "orst-case fuels" in order to reliably avoid cavitation. The invention is based on the object of developing the generic fuel injection systems and the generic methods in such a way that the energy consumption for driving the pump and thus the fuel consumption are reduced and cavitation by evaporation of fuel is further avoided.
Diese Aufgabe wird durch die Merkmale der unabhängigen Ansprüche gelöst.This object is solved by the features of the independent claims.
Vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung ergeben sich aus den abhängigen Ansprüchen.Advantageous refinements and developments of the invention result from the dependent claims.
Das erfindungsgemäße Kraftstoffeinspritzsystem baut auf dem gattungsgemäßen Stand der Technik dadurch auf, dass der Förderdruck der ersten Pumpe in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs eingestellt wird. Da bei dieser Lösung die aktuellen Kraftstoffeigenschaften in die Einstellung des Förderdrucks beziehungs- weise die Berechnung des Sollwertes für den Förderdruck eingehen, ist es nicht länger erforderlich, einen entsprechenden Vorhalt im Kraftstoffdruck für Kraftstoffe mit hoher Verdampfungsneigung, wie beispielsweise die genannten Winterkraftstoffe oder die genannten Worst-Case-Kraftstoffe vorzusehen, so dass der Energieverbrauch der Pumpe und damit der Kraftstoff erbrauch insgesamt gesenkt werden kann.The fuel injection system according to the invention builds on the generic prior art in that the delivery pressure of the first pump is set as a function of the fuel temperature and the evaporation behavior of the fuel. Since with this solution the current fuel properties are included in the setting of the delivery pressure or the calculation of the target value for the delivery pressure, it is no longer necessary to provide a corresponding reserve in the fuel pressure for fuels with a high tendency to evaporation, such as the winter fuels or worst mentioned -Case fuels to be provided so that the energy consumption of the pump and thus the fuel consumption can be reduced overall.
Bei bevorzugten Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems ist weiterhin vorgesehen, dass der Förderdruck der ersten Pumpe auf einen Mindestwert eingestellt wird, bei dem eine Kavitation durch Verdampfung von Kraftstoff gerade vermieden wird. Dadurch wird der Energieverbrauch der Pumpe soweit wie möglich verringert.In preferred embodiments of the fuel injection system according to the invention, it is further provided that the delivery pressure of the first pump is set to a minimum value at which cavitation due to evaporation of fuel is just being avoided. This reduces the pump's energy consumption as much as possible.
Bei bevorzugten Weiterbildungen des erfindungsgemäßen Kraftstoffeinspritzsystems ist vorgesehen, dass der Förderdruck der ersten Pumpe von einer Steuer- und/oder Regelungseinrich- tung eingestellt wird, welche die erste Pumpe ansteuert. Im Falle einer Regelungseinrichtung ist hinter der Pumpe vorzugsweise ein Kraftstoffdrucksensor vorgesehen, der einen Kraftstoffdruck-Istwert beziehungsweise ein- entsprechendes Signal liefert, das der Steuer- und/oder Regelungseinrichtung zugeführt wird. Letztere berechnet in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs einen Kraftstoffdruck-Sollwert . Dabei kann die Kraft- stofftemperatur beispielsweise über ein Kraftstofftemperatur- modell ermittelt werden, und das Verdampfungsverhalten desIn preferred developments of the fuel injection system according to the invention, it is provided that the delivery pressure of the first pump is controlled by a control and / or regulating device. device that controls the first pump. In the case of a control device, a fuel pressure sensor is preferably provided behind the pump, which delivers an actual fuel pressure value or a corresponding signal that is fed to the control and / or regulating device. The latter calculates a target fuel pressure value depending on the fuel temperature and the evaporation behavior of the fuel. The fuel temperature can be determined, for example, using a fuel temperature model, and the evaporation behavior of the
Kraftstoffs kann über eine Startmengenadaption bestimmt werden, was später noch näher erläutert wird. Anhand eines Vergleichs des Kraftstoffdruck-Istwertes mit dem Kraftstoffdruck-Sollwert kann dann eine geeignete Pumpenansteuerung be- rechnet werden.Fuel can be determined via a starting quantity adaptation, which will be explained in more detail later. A suitable pump control can then be calculated on the basis of a comparison of the actual fuel pressure value with the desired fuel pressure value.
Wie bereits erwähnt, kann bei bestimmten Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems vorgesehen sein, dass die Steuer- und/oder Regelungseinrichtung die Kraftstofftemperatur durch Modellbildung ermittelt. Beispielsweise kann über ohnehin durch Sensoren erfasste Temperaturen, wie beispielsweise die Kühlwassertemperatur und so weiter, auf die momentane Kraftsto ftemperatur geschlossen werden.As already mentioned, it can be provided in certain embodiments of the fuel injection system according to the invention that the control and / or regulating device determines the fuel temperature by modeling. For example, the current fuel temperature can be inferred from temperatures that are already detected by sensors, such as the cooling water temperature and so on.
Alternativ kommen Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems in Betracht, bei denen vorgesehen ist, dass der Steuer- und/oder Regelungseinrichtung die von einem Temperatursensor erfasste Kraftstofftemperatur zuge- führt wird. Dabei ist es vorteilhaft, wenn der Temperatursensor die Kraftstofftemperatur hinter der Pumpe erfasst.Alternatively, embodiments of the fuel injection system according to the invention come into consideration, in which it is provided that the control and / or regulating device is supplied with the fuel temperature detected by a temperature sensor. It is advantageous if the temperature sensor detects the fuel temperature behind the pump.
Weiterhin kommen Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems in Betracht, bei denen vorgesehen ist, dass die Steuer- und/oder Regelungseinrichtung das Verdampfungsverhalten des Kraftstoffs durch Modellbildung ermittelt. Eine Modellbildung wird in diesem Zusammenhang bevor- zugt, weil eine direkte Bestimmung des Verdampfungsverhaltens des Kraftstoffs im Kraftfahrzeug vergleichsweise aufwendig ist. Der Grundgedanke der Erfindung umfasst jedoch beliebige Möglichkeiten, der Steuer- und/oder Regelungseinrichtung das Verdampfungsverhalten des getankten Kraftstoffs mitzuteilen.Embodiments of the fuel injection system according to the invention are furthermore considered, in which it is provided that the control and / or regulating device determines the evaporation behavior of the fuel by modeling. In this context, modeling is because a direct determination of the evaporation behavior of the fuel in the motor vehicle is comparatively complex. The basic idea of the invention, however, includes any options for communicating to the control and / or regulating device the evaporation behavior of the refueled fuel.
Insbesondere wenn das Verdampfungsverhalten des Kraftstoffs durch Modellbildung ermittelt wird, kommen Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsyste s in Betracht, bei denen vorgesehen ist, dass das Verdampfungsverhalten des Kraftstoffs über einen Kraftstoffmengenadaptionsalgorithmus ermittelt wird. Der Kraftstoffmengenadaptionsalgorithmus ist bei vielen gattungsgemäßen Kraftstoffeinspritzsystemen ohnehin vorgesehen, um die eingespritzte Kraftstoffmenge einzu- stellen. Da auch die einzuspritzende Kraftstoffmenge vom Verdampfungsverhalten des Kraftstoffs abhängt, kann durch den Kraftstoffmengenadaptionsalgorithmus in besonders einfacher Weise direkt oder indirekt auf das Verdampfungsverhalten des Kraftstoffs geschlossen werden.In particular, if the evaporation behavior of the fuel is determined by modeling, embodiments of the fuel injection system according to the invention come into consideration, in which it is provided that the evaporation behavior of the fuel is determined via a fuel quantity adaptation algorithm. The fuel quantity adaptation algorithm is provided anyway in many generic fuel injection systems in order to set the injected fuel quantity. Since the amount of fuel to be injected also depends on the evaporation behavior of the fuel, the evaporative behavior of the fuel can be deduced directly or indirectly in a particularly simple manner by the fuel amount adaptation algorithm.
Zusätzlich oder alternativ kann bei dem erfindungsgemäßen Kraftstoffeinspritzsystem vorgesehen sein, dass zur Ermittlung des Verdampfungsverhaltens des Kraftstoffs ein Lambda- sondenausgangssignal herangezogen wird. Wird die gleiche Men- ge von Kraftstoffen mit unterschiedlichem Verdampfungsverhalten eingespritzt, so werden unterschiedliche Lambdasondenaus- gangssignale erhalten. Daher ist es beispielsweise möglich, ein Kennfeld vorzusehen, in dem über das Lambdasondenaus- gangssignal auf das Verdampfungsverhalten des Kraftstoffs ge- schlössen werden kann.Additionally or alternatively, it can be provided in the fuel injection system according to the invention that a lambda probe output signal is used to determine the evaporation behavior of the fuel. If the same amount of fuel with different evaporation behavior is injected, different lambda probe output signals are obtained. It is therefore possible, for example, to provide a map in which the evaporation behavior of the fuel can be inferred from the lambda probe output signal.
Bei besonders bevorzugten Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems ist vorgesehen, dass die erste Pumpe eine Niederdruckpumpe ist, und dass der Nieder- druckpumpe eine zweite Pumpe in Form einer Hochdruckpumpe nachgeschaltet ist. Bei der Hochdruckpumpe kann es sich ins- besondere um eine Hochdruckpumpe mit gesteuertem beziehungsweise geregeltem Massenstrom handeln.In particularly preferred embodiments of the fuel injection system according to the invention it is provided that the first pump is a low pressure pump and that the low pressure pump is followed by a second pump in the form of a high pressure pump. The high pressure pump can especially a high pressure pump with controlled or regulated mass flow.
Das erfindungsgemäße Verfahren baut auf dem gattungsgemäßen Stand der Technik dadurch auf, dass der Förderdruck der ersten Pumpe in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs eingestellt wird. Durch diese Lösung werden die Vorteile des erfindungsgemäßen Kraftstoffeinspritzsystems in gleicher oder ähnlicher Weise erzielt, weshalb zur Ausführung von Wiederholungen auf die entsprechenden Ausführungen verwiesen wird.The method according to the invention builds on the generic prior art in that the delivery pressure of the first pump is set as a function of the fuel temperature and the evaporation behavior of the fuel. With this solution, the advantages of the fuel injection system according to the invention are achieved in the same or a similar manner, which is why reference is made to the corresponding explanations for executing repetitions.
Gleiches gilt sinngemäß für die nachfolgend angegebenen vorteilhaften Ausgestaltungen und Weiterbildungen des erfin- dungsgemäßen Verfahrens, wobei auch diesbezüglich auf die entsprechenden Ausführungen im Zusammenhang mit dem erfindungsgemäßen Kraftstoffeinspritzsystem verwiesen wird.The same applies mutatis mutandis to the advantageous refinements and developments of the method according to the invention specified below, reference being made to the corresponding statements in connection with the fuel injection system according to the invention.
Bei bevorzugten Ausführungsformen des erfindungsgemäßen Ver- fahrens ist vorgesehen, dass der Förderdruck der ersten Pumpe auf einen Mindestwert eingestellt wird, bei dem eine Kavitation durch Verdampfung von Kraftstoff gerade vermieden wird.In preferred embodiments of the method according to the invention, it is provided that the delivery pressure of the first pump is set to a minimum value at which cavitation through evaporation of fuel is just being avoided.
Auch bei dem erfindungsgemäßen Verfahren kann vorgesehen sein, dass der Förderdruck der ersten Pumpe von einer Steuer- und/oder Regelungseinrichtung eingestellt wird, welche die erste Pumpe ansteuert.In the method according to the invention it can also be provided that the delivery pressure of the first pump is set by a control and / or regulating device which controls the first pump.
Weiterhin können bestimmte Ausführungsformen des erfindungs- gemäßen Verfahrens vorsehen, dass die Kraftstofftemperatur durch Modellbildung ermittelt wird.Furthermore, certain embodiments of the method according to the invention can provide that the fuel temperature is determined by modeling.
Alternativ kann bei dem erfindungsgemäßen Verfahren vorgesehen sein, dass die Kraftstoff emperatur über einen Tempera- tursensor erfasst wird. Auch für das erfindungsgemäße Verfahren wird bevorzugt, dass das Verdampfungsverhalten des Kraftstoffs durch Modellbildung ermittelt wird.Alternatively, it can be provided in the method according to the invention that the fuel temperature is recorded via a temperature sensor. It is also preferred for the method according to the invention that the evaporation behavior of the fuel is determined by modeling.
Dabei kann insbesondere vorgesehen sein, dass das Verdampfungsverhalten des Kraftstoffs über einen Kraftstof mengenadaptionsalgorithmus ermittelt wird.It can in particular be provided that the evaporation behavior of the fuel is determined via a fuel quantity adaptation algorithm.
Eine bevorzugte Weiterbildung des erfindungsgemäßen Verfah- rens sieht vor, dass zur Ermittlung des Verdampfungsverhaltens des Kraftstoffs ein Lambdasondenausgangssignal herangezogen wird.A preferred development of the method according to the invention provides that a lambda probe output signal is used to determine the evaporation behavior of the fuel.
Auch im Zusammenhang mit dem erfindungsgemäßen Verfahren wird es als besonders vorteilhaft erachtet, dass die erste Pumpe eine Niederdruckpumpe ist, und dass der Niederdruckpumpe eine zweite Pumpe in Form einer Hochdruckpumpe nachgeschaltet ist.Also in connection with the method according to the invention, it is considered particularly advantageous that the first pump is a low-pressure pump and that the low-pressure pump is followed by a second pump in the form of a high-pressure pump.
Die Erfindung ermöglicht es insbesondere, den notwendigen Sollwert für den Förderdruck einer Kraftstoffniederdruckpumpe derart zu bestimmen, dass eine Kavitation (gerade) vermieden wird. Dies kann in vorteilhafter Weise durch Modellierung der Kraftstofftemperatur aufgrund verschiedener bereits in der Steuer- und/oder Regelungseinrichtung vorhandener Mess- be- ziehungsweise Modellwerte sowie die Einrechnung von Adaptionswerten aus der Kraftstoffmengenadaption, insbesondere der KraftstoffStartmengenadaption erfolgen. Die Startmengenadaption ist eine Funktionalität, die in Abhängigkeit des Verdampfungsverhaltens des Kraftstoffs die beim Start einge- spritzte Kraftsto fmenge anpasst. Beispielsweise durch die Absenkung des Kraftstoffdruck-Sollwertes im Vorlauf einer Hochdruckpumpe auf einen Mindestwert kann eine Kraftstoffein- sparung aufgrund der verminderten Förderleistung der Kraftstoffniederdruckpumpe erreicht werden. Die Erfindung .wird nun unter Bezugnahme auf die beigefügten Zeichnungen anhand einer bevorzugten Ausführungsform beispielhaft erläutert.In particular, the invention makes it possible to determine the required setpoint for the delivery pressure of a low-pressure fuel pump in such a way that cavitation (straight) is avoided. This can be done in an advantageous manner by modeling the fuel temperature on the basis of various measurement or model values already present in the control and / or regulating device and the inclusion of adaptation values from the fuel quantity adaptation, in particular the fuel starting quantity adaptation. The starting quantity adaptation is a functionality that adjusts the amount of fuel injected at the start depending on the evaporation behavior of the fuel. For example, by lowering the fuel pressure setpoint in the flow of a high-pressure pump to a minimum value, fuel savings can be achieved due to the reduced delivery capacity of the low-pressure fuel pump. The invention will now be explained by way of example with reference to the accompanying drawings using a preferred embodiment.
Es zeigen:Show it:
Figur 1 beispielhafte Dampfdruckkurven von handelsüblichen Kraftstoffen;Figure 1 exemplary vapor pressure curves of commercially available fuels;
Figur 2 eine schematische Darstellung einer Ausführungsform des erfindungsgemäßen Kraftstoffeinspritzsystems; undFigure 2 is a schematic representation of an embodiment of the fuel injection system according to the invention; and
Figur 3 ein Flussdiagramm, das eine Ausführungsform des er- findungsgemäßen Verfahrens veranschaulicht.FIG. 3 shows a flow diagram which illustrates an embodiment of the method according to the invention.
Figur 1 veranschaulicht beispielhafte Dampfdruckkurven von handelsüblichen Kraftstoffen. Dabei sind von oben nach unten die Kurven für einen sogenannten Worst-Case-Kraftstoff, einen üblichen europäischen Winterkraftstoff und einen üblichen europäischen Sommerkraftstoff dargestellt. Der Darstellung von Figur 1 ist zu entnehmen, dass bei Worst-Case-Kraftstoffen ein höherer Druck als bei üblichen europäischen Sommerkraftstoffen erforderlich ist, um eine Kavitation durch Verdamp- fung von Kraftstoff zu vermeiden.Figure 1 illustrates exemplary vapor pressure curves of commercially available fuels. The curves for a so-called worst-case fuel, a common European winter fuel and a common European summer fuel are shown from top to bottom. The illustration in FIG. 1 shows that worst-case fuels require a higher pressure than conventional European summer fuels in order to avoid cavitation due to the evaporation of fuel.
Figur 2 zeigt eine schematische Darstellung einer Ausführungsform des erfindungsgemäßen Kraftstoffeinspritzsystems . Derartige Einspritzsysteme werden auch als Common-Rail- Einspritzsysteme bezeichnet. Das dargestellte Kraftstoffein- spritzsyste weist ein Rail beziehungsweise einen Kraftstoffspeicher 10 auf, dem mehrere Injektoren 14 zugeordnet sind, über die Kraftstoff aus dem KraftstoffSpeicher 10 in die Brennräume oder ein Ansaugrohr einer Brennkraftmaschine ein- gespritzt werden kann. Die Injektoren 14 werden von einerFigure 2 shows a schematic representation of an embodiment of the fuel injection system according to the invention. Such injection systems are also referred to as common rail injection systems. The fuel injection system shown has a rail or a fuel accumulator 10, to which a plurality of injectors 14 are assigned, via which fuel can be injected from the fuel accumulator 10 into the combustion chambers or an intake pipe of an internal combustion engine. The injectors 14 are one
Steuer- und/oder Regeleinrichtung 16 angesteuert, um für eine von der Steuer- und/oder Regeleinrichtung 16 bestimmte Zeit- dauer zu öffnen. Der KraftstoffSpeicher 10 steht über eine Hochdruckleitung 28 mit dem Ausgang einer massenstromgeregel- ten Hochdruckpumpe 18 in Verbindung. Die Saugseite der Hochdruckpumpe 18 steht über eine Niederdruckleitung 26 mit dem Auslass einer Niederdruckpumpe 12 in Verbindung. Die Saugseite der Niederdruckpumpe 12 steht über eine Ansaugleitung 24 mit einem Kraftstofftank 20 in Verbindung, aus dem Kraftstoff angesaugt werden kann. Der Förderdruck der Niederdruckpumpe 12 wird von der Steuer- und/oder Regeleinrichtung 16 einge- stellt. Weiterhin wird der Steuer- und/oder Regeleinrichtung 16 das Ausgangssignal eines in der Niederdruckleitung 26 angeordneten Drucksensors 22 zugeführt.Control and / or regulating device 16 is controlled in order to operate for a time determined by the control and / or regulating device 16. open permanently. The fuel accumulator 10 is connected via a high pressure line 28 to the outlet of a mass flow regulated high pressure pump 18. The suction side of the high pressure pump 18 is connected via a low pressure line 26 to the outlet of a low pressure pump 12. The suction side of the low-pressure pump 12 is connected via a suction line 24 to a fuel tank 20 from which fuel can be drawn. The delivery pressure of the low-pressure pump 12 is set by the control and / or regulating device 16. Furthermore, the control and / or regulating device 16 is supplied with the output signal of a pressure sensor 22 arranged in the low pressure line 26.
Die Regel- und/oder Steuereinrichtung 16 verfügt über Modelle zur Bestimmung der Kraftstofftemperatur und des Verdampfungsverhaltens des Kraftstoffs, der momentan in dem Kraftstofftank 20 vorhanden ist. Diese Modelle können die Ausgangssignale von nicht dargestellten jedoch ohnehin vorhandenen Sensoren auswerten. Insbesondere hinsichtlich der Kraftstofftem- peratur wäre es in relativ einfacher Weise alternativ möglich, einen Temperatursensor in oder an der Niederdruckleitung 26 vorzusehen. Die Steuer- und/oder Regelungseinrichtung 16 berechnet anhand der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs einen Förderdruck-Sollwert und vergleicht diesen mit einem über den Drucksensor 22 ermittelten Istwert, um den Förderdruck der Niederdruckpumpe 12 dem Förderdruck-Sollwert geeignet nachzuführen. Sofern in dem Kraftstofftank 20 Kraftstoff mit einer höheren Verdampfungsneigung enthalten ist, ergibt sich für den Förderdruck- Sollwert ein höherer Wert als in einem Fall, in dem einThe regulating and / or control device 16 has models for determining the fuel temperature and the evaporation behavior of the fuel that is currently present in the fuel tank 20. These models can evaluate the output signals from sensors which are not shown but which are present anyway. With regard to the fuel temperature in particular, it would alternatively be possible in a relatively simple manner to provide a temperature sensor in or on the low-pressure line 26. The control and / or regulating device 16 calculates a delivery pressure target value on the basis of the fuel temperature and the evaporation behavior of the fuel and compares this with an actual value determined via the pressure sensor 22 in order to suitably track the delivery pressure of the low-pressure pump 12 to the delivery pressure target value. If fuel with a higher tendency to evaporate is contained in the fuel tank 20, the delivery pressure target value is higher than in a case in which a
Kraftstoff mit niedrigerer Verdampfungsneigung in dem Kraftstofftank 20 enthalten ist. Auf diese Weise gelingt es, den Förderdruck-Sollwert auf einem Mindestwert zu halten, bei dem eine Kavitation durch Verdampfung von Kraftstoff gerade ver- mieden wird. Im Vergleich zu bekannten Lösungen wird die zum Antrieb der Niederdruckpumpe 12 erforderliche Energie verringert, was zu einer Kraftstoffeinsparung führt. Figur 3 zeigt ein Flussdiagramm, das eine Ausführungsform des erfindungsgemäßen Verfahrens veranschaulicht. Das dargestellte Verfahren beginnt beim Schritt Sl. In Schritt S2 wird die Kraftstofftemperatur durch Modellbildung erfasst. Zu diesem Zweck kann in besonders vorteilhafter Weise über die ohnehin bekannte Kühlwassertemperatur auf die momentane Kraftstofftemperatur geschlossen werden. Im Schritt S3 wird das Verdampfungsverhalten des Kraftstoffes durch Modellbildung er- fasst. Zu diesem Zweck kann beispielsweise das Lambdasonden- ausgangssignal herangezogen werden, weil unterschiedliche Lambdasondenausgangssignale erhalten werden, wenn gleiche Mengen von Kraftstoffen mit unterschiedlichem Verdampfungsverhalten eingespritzt werden. Im Schritt S4 wird der Förder- druck der Niederdruckpumpe in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs über ein Kennfeld bestimmt, beispielsweise über ein Kennfeld, wie es in Figur 1 dargestellt ist. Der Förderdruck der Niederdruckpumpe wird dabei vorzugsweise derart bestimmt, dass eine Kavitation durch Verdampfung von Kraftstoff gerade vermieden wird. Beim Schritt S5 endet die dargestellte Ausführungsform des erfindungsgemäßen Verfahrens.Fuel with a lower tendency to evaporate is contained in the fuel tank 20. In this way it is possible to keep the delivery pressure setpoint at a minimum value at which cavitation due to evaporation of fuel is just being avoided. Compared to known solutions, the energy required to drive the low-pressure pump 12 is reduced, which leads to fuel savings. FIG. 3 shows a flow diagram which illustrates an embodiment of the method according to the invention. The method shown begins at step S1. In step S2, the fuel temperature is recorded by modeling. For this purpose, the current fuel temperature can be inferred in a particularly advantageous manner from the cooling water temperature which is already known. In step S3, the evaporation behavior of the fuel is determined by modeling. For this purpose, the lambda probe output signal can be used, for example, because different lambda probe output signals are obtained when the same amounts of fuel with different evaporation behavior are injected. In step S4, the delivery pressure of the low-pressure pump is determined as a function of the fuel temperature and the evaporation behavior of the fuel via a map, for example via a map as shown in FIG. 1. The delivery pressure of the low-pressure pump is preferably determined in such a way that cavitation through evaporation of fuel is just avoided. The illustrated embodiment of the method according to the invention ends at step S5.
Die in der vorstehenden Beschreibung, in den Zeichnungen so- wie in den Ansprüchen offenbarten Merkmale der Erfindung können sowohl einzeln als auch in beliebiger Kombination für die Verwirklichung der Erfindung wesentlich sein. The features of the invention disclosed in the above description, in the drawings and in the claims can be essential for realizing the invention both individually and in any combination.

Claims

Patentansprüche claims
1. Kraftstoffeinspritzsystem mit einem KraftstoffSpeicher (10), dem über zumindest eine erste Pumpe (12) Kraftstoff zu- geführt wird und dem über Injektoren (14) Kraftstoff abgeführt wird, d a d u r c h g e k e n n z e i c h n e t , dass der Förderdruck der ersten Pumpe (12) in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs eingestellt wird.1. Fuel injection system with a fuel accumulator (10), to which fuel is supplied via at least one first pump (12) and to which fuel is discharged via injectors (14), characterized in that the delivery pressure of the first pump (12) is dependent on the Fuel temperature and the evaporation behavior of the fuel is set.
2. Kraf tstof feinspritzsystem nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , dass der Förderdruck der ersten Pumpe (12) auf einen Mindest- wert eingestellt wird, bei dem eine Kavitation durch Verdampfung von Kraftstoff gerade vermieden wird.2. Fuel injection system according to claim 1, so that the delivery pressure of the first pump (12) is set to a minimum value at which cavitation by evaporation of fuel is just being avoided.
3. Kraftstof feinspritzsystem nach Anspruch 1 oder 2, d a d u r c h g e k e n n z e i c h n e t , dass der Förderdruck der ersten Pumpe von einer Steuer- und/oder Regelungseinrichtung (16) eingestellt wird, welche die erste Pumpe (12) ansteuert.3. Fuel fine injection system according to claim 1 or 2, so that the delivery pressure of the first pump is set by a control and / or regulating device (16) which controls the first pump (12).
4. Kraftstof feinspritzsystem nach Anspruch 3, d a d u r c h g e k e n n z e i c h n e t , dass die Steuer- und/oder Regelungseinrichtung (16) die Kraftstofftemperatur durch Modellbildung ermittelt.4. Fuel injection system according to claim 3, so that the control and / or regulating device (16) determines the fuel temperature by modeling.
5. Kraftstof feinspritzsystem nach Anspruch 3, d a d u r c h g e k e n n z e i c h n e t , dass der Steuer- und/oder Regelungseinrichtung (16) die von einem Temperatursensor erfasste Kraftstofftemperatur zugeführt wird.5. Fuel fine injection system according to claim 3, so that the control and / or regulating device (16) is supplied with the fuel temperature detected by a temperature sensor.
6. Kraf tstof feinspritzsystem nach Anspruch 3, d a d u r c h g e k e n n z e i c h n e t , dass die Steuer- und/oder Regelungseinrichtung (16) das Verdampfungsverhalten des Kraftstoffs durch Modellbildung ermittelt.6. Kraf tstof fine spray system according to claim 3, characterized in that the control and / or regulating device (16) determines the evaporation behavior of the fuel by modeling.
7. Kraftstoffeinspritzsystem nach Anspruch 6, d a d u r c h g e k e n n z e i c h n e t , dass das Verdampfungsverhalten des Kraftstoffs über einen Kraftstoffmengenadaptionsalgorithmus ermittelt wird.7. The fuel injection system as claimed in claim 6, so that the evaporation behavior of the fuel is determined via a fuel quantity adaptation algorithm.
8. Kraftstoffeinspritzsystem nach Anspruch 6 oder 7, d a d u r c h g e k e n n z e i c h n e t , dass zur Ermittlung des Verdampfungsverhaltens des Kraftstoffs ein Lambdasondenausgangssignal herangezogen wird.8. The fuel injection system according to claim 6 or 7, so that a lambda probe output signal is used to determine the evaporation behavior of the fuel.
9. Kraftstoffeinspritzsystem nach einem der vorangehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die erste Pumpe eine Niederdruckpumpe (12) ist, und dass der Niederdruckpumpe (12) eine zweite Pumpe in Form einer Hochdruckpumpe (18) nachgeschaltet ist.9. Fuel injection system according to one of the preceding claims, that the first pump is a low pressure pump (12) and that the low pressure pump (12) is followed by a second pump in the form of a high pressure pump (18).
10. Verfahren zur Bestimmung des Förderdrucks einer ersten Pumpe (12) eines Kraftstoffeinspritzsystems, das einen KraftstoffSpeicher (10) aufweist, dem über die erste Pumpe (12) Kraftstoff zugeführt wird und dem über Injektoren (14) Kraftstoff abgeführt wird, d a d u r c h g e k e n n z e i c h n e t , dass der Förderdruck der ersten Pumpe (12) in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs eingestellt wird.10. A method for determining the delivery pressure of a first pump (12) of a fuel injection system which has a fuel accumulator (10), to which fuel is supplied via the first pump (12) and to which fuel is discharged via injectors (14), characterized in that the Delivery pressure of the first pump (12) is set depending on the fuel temperature and the evaporation behavior of the fuel.
11. Verfahren nach Anspruch 10, d a d u r c h g e k e n n z e i c h n e t , dass der Förderdruck der ersten Pumpe (12) auf einen Mindest- wert eingestellt wird, bei dem eine Kavitation durch Verdampfung von Kraftstoff gerade vermieden wird. 11. The method according to claim 10, characterized in that the delivery pressure of the first pump (12) is set to a minimum value at which cavitation by evaporation of fuel is just being avoided.
12. Verfahren nach Anspruch 10 oder 11, d a d u r c h g e k e n n z e i c h n e t , dass der Förderdruck der ersten Pumpe von einer Steuer- und/oder Regelungseinrichtung (16) eingestellt wird, welche die erste Pumpe (12) ansteuert.12. The method according to claim 10 or 11, so that the delivery pressure of the first pump is set by a control and / or regulating device (16) which controls the first pump (12).
13. Verfahren nach einem der Ansprüche 10 bis 12, d a d u r c h g e k e n n z e i c h n e t , dass die Kraftstofftemperatur durch Modellbildung ermittelt wird.13. The method according to any one of claims 10 to 12, d a d u r c h g e k e n n z e i c h n e t that the fuel temperature is determined by modeling.
14. Verfahren nach einem der Ansprüche 10 bis 12, d a d u r c h g e k e n n z e i c h n e t , dass die Kraftstofftemperatur über einen Temperatursensor er- fasst wird.14. The method according to any one of claims 10 to 12, d a d u r c h g e k e n e z e i c h n e t that the fuel temperature is detected via a temperature sensor.
15. Verfahren nach einem der Ansprüche 10 bis 14, d a d u r c h g e k e n n z e i c h n e t , dass das Verdampfungsverhalten des Kraftstoffs durch Modell- bildung ermittelt wird.15. The method according to any one of claims 10 to 14, so that the evaporation behavior of the fuel is determined by modeling.
16. Verfahren nach einem der Ansprüche 10 bis 15, d a d u r c h g e k e n n z e i c h n e t , dass das Verdampfungsverhalten des Kraftstoffs über einen Kraftstoffmengenadaptionsalgorithmus ermittelt wird.16. The method according to any one of claims 10 to 15, so that the evaporation behavior of the fuel is determined via a fuel quantity adaptation algorithm.
17. Verfahren nach einem der Ansprüche 10 bis 16, d a d u r c h g e k e n n z e i c h n e t , dass zur Ermittlung des Verdampfungsverhaltens des Kraft- stoffs ein Lambdasondenausgangssignal herangezogen wird.17. The method according to any one of claims 10 to 16, so that a lambda probe output signal is used to determine the evaporation behavior of the fuel.
18. Verfahren nach einem der Ansprüche 10 bis 17, d a d u r c h g e k e n n z e i c h n e t , dass die erste Pumpe eine Niederdruckpumpe (12) ist, und dass der Niederdruckpumpe (12) eine zweite Pumpe in Form einer Hochdruckpumpe (18) nachgeschaltet ist. 18. The method according to any one of claims 10 to 17, that the first pump is a low-pressure pump (12) and that the low-pressure pump (12) is followed by a second pump in the form of a high-pressure pump (18).
EP03767390A 2003-01-13 2003-10-28 Fuel injection system and method for determining the feed pressure of a fuel pump Expired - Fee Related EP1583900B1 (en)

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US7363916B2 (en) 2008-04-29
EP1583900B1 (en) 2009-03-25
DE10300929A1 (en) 2004-08-19
US20060225706A1 (en) 2006-10-12
DE10300929B4 (en) 2006-07-06
WO2004067948A1 (en) 2004-08-12
DE50311352D1 (en) 2009-05-07

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