EP1583900B1 - 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 Download PDF

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Publication number
EP1583900B1
EP1583900B1 EP03767390A EP03767390A EP1583900B1 EP 1583900 B1 EP1583900 B1 EP 1583900B1 EP 03767390 A EP03767390 A EP 03767390A EP 03767390 A EP03767390 A EP 03767390A EP 1583900 B1 EP1583900 B1 EP 1583900B1
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EP
European Patent Office
Prior art keywords
fuel
pump
pressure
behavior
injection system
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Expired - Fee Related
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EP03767390A
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German (de)
French (fr)
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EP1583900A1 (en
Inventor
Gerhard Eser
Gerhard Schopp
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Continental Automotive GmbH
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Continental Automotive GmbH
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Publication of EP1583900A1 publication Critical patent/EP1583900A1/en
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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
    • 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 storage, which is supplied via at least a first pump fuel and the fuel is discharged via injectors, wherein the delivery pressure of the first pump in response to the fuel temperature and the evaporation behavior of the fuel from a control and / or regulating device is set, which controls the first pump.
  • the invention relates to a method for determining the delivery pressure of a first pump of a fuel injection system, which has a fuel reservoir, which is supplied via the first pump fuel and the fuel is discharged via injectors, wherein the delivery pressure of the first pump in dependence on the fuel temperature and the Evaporating behavior of the fuel is adjusted by a control and / or regulating device, which controls the first pump.
  • the fuel is conveyed with at least one pump from the tank into a fuel storage, which is also referred to as fuel rail.
  • the fuel mass from the fuel reservoir 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 In order to inject the required fuel mass, the injectors are opened for a defined time.
  • the delivery pressure of the pump must be high enough to avoid cavitation by evaporation of fuel in the system, depending essentially on the fuel temperature and the vaporization behavior of the fuel, at which pressure the fuel evaporated.
  • the publication DE 199 51 410 A1 discloses a method and apparatus for varying a pre-pressure generated by a low pressure pump and applied by a high pressure pump. In order to keep the form as low as possible and at the same time to avoid evaporation of the fuel at the high-pressure pump, it is provided that the fuel temperature is determined in the high-pressure pump.
  • the publication EP 1 223 326 A describes a method for controlling an amount of fuel supplied during a starting operation of an internal combustion engine, wherein the determined evaporation behavior for influencing the normal engine operation is further used.
  • the invention has the object of developing the generic fuel injection systems and the generic method such that the energy consumption for the drive of the pump and thus reduced fuel consumption and cavitation by evaporation of fuel continues to be avoided.
  • the fuel injection system builds on the generic state of the art in that for determining the evaporation behavior of the fuel Lambda probe output signal is used. Since in this solution, the current evaporation behavior is received in the setting of the delivery pressure or the calculation of the setpoint for the delivery pressure, it is no longer necessary, a corresponding lead in fuel pressure for fuels with high evaporation tendency, such as the said winter fuels or said worst case - Provide fuel so that the energy consumption of the pump and thus the fuel consumption can be reduced overall. If the same amount of fuels with different evaporation behavior is injected, different lambda probe output signals are obtained. Therefore, it is possible, for example, to provide a characteristic map in which the vaporization behavior of the fuel can be deduced via the lambda probe output signal.
  • the control and / or regulating device determines the evaporation behavior of the fuel by modeling.
  • a fuel pressure sensor is preferably provided behind the pump, which supplies a fuel pressure actual value or a corresponding signal which is supplied to the control and / or regulating device.
  • the latter calculates a fuel pressure setpoint as a function of the fuel temperature and the vaporization behavior of the fuel.
  • the fuel temperature can be determined, for example, via a fuel temperature model, and the vaporization behavior of the fuel can be determined via a start amount adaptation, which will be explained in more detail later. Based on a comparison of the actual fuel pressure value with the fuel pressure setpoint then a suitable pump control can be calculated.
  • a modeling is preferred in this context, because a direct determination of the evaporation behavior of the fuel in the motor vehicle is comparatively expensive.
  • the fuel quantity adaptation algorithm is many generic fuel injection systems provided anyway to adjust the injected fuel amount. Since the quantity of fuel to be injected also depends on the vaporization behavior of the fuel, the fuel quantity adaptation algorithm makes it possible, in a particularly simple manner, to deduce directly or indirectly the vaporization behavior of the fuel.
  • the delivery pressure of the first pump is set to a minimum value at which a cavitation by evaporation of fuel is just avoided. This reduces the power consumption of the pump as much as possible.
  • control and / or regulating device determines the fuel temperature by modeling.
  • the current fuel temperature via temperatures which are in any case detected by sensors, such as, for example, the cooling water temperature and so forth.
  • 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.
  • the evaporation behavior of the fuel is determined by modeling
  • embodiments of the fuel injection system according to the invention are contemplated 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 anyway provided in many generic fuel injection systems to adjust the injected amount of fuel. Since the quantity of fuel to be injected also depends on the vaporization behavior of the fuel, the fuel quantity adaptation algorithm makes it possible, in a particularly simple manner, to deduce directly or indirectly the vaporization behavior of the fuel.
  • the first pump is a low-pressure pump
  • the low-pressure pump is connected downstream of a second pump in the form of a high-pressure pump.
  • the high-pressure pump may in particular be a high-pressure pump with a controlled or regulated mass flow.
  • the inventive method is based on the generic state of the art in that a lambda probe output signal is used to determine the vaporization behavior of the fuel.
  • the evaporation behavior of the fuel is determined by modeling.
  • the delivery pressure of the first pump is set to a minimum value at which a Cavitation by evaporation of fuel is just avoided.
  • certain embodiments of the method according to the invention can provide that the fuel temperature is determined by modeling.
  • the fuel temperature is detected via a temperature sensor.
  • 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, in particular, to determine the required setpoint value for the delivery pressure of a low-pressure fuel pump in such a way that cavitation (even) is avoided.
  • This can be done in an advantageous manner by modeling the fuel temperature due to different measuring relationship or model values already present in the control and / or regulating device as well as the inclusion of adaptation values from the fuel quantity adaptation, in particular the fuel quantity start adaptation.
  • the starting amount adaptation is a functionality that adjusts the amount of fuel injected at the start depending on the vaporization behavior of the fuel. For example, by lowering the fuel pressure setpoint in the flow of a high-pressure pump to a minimum value, a fuel saving due to the reduced flow rate of the low-pressure fuel pump can be achieved.
  • FIG. 1 illustrates exemplary vapor pressure curves of commercial 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 representation of FIG. 1 It can be seen that worst-case fuels require higher pressure than common European summer fuels to avoid cavitation due to fuel vaporisation.
  • 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 illustrated fuel injection system 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 controlled by a control and / or regulating device 16 in order to determine a time period determined by the control and / or regulating device 16 to open.
  • the fuel accumulator 10 is connected via a high-pressure line 28 to the output of a mass-flow-controlled high-pressure pump 18 in connection.
  • 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 in connection.
  • the suction side of the low-pressure pump 12 is connected via a suction line 24 to a fuel tank 20 in connection, can be sucked from the fuel.
  • the delivery pressure of the low pressure pump 12 is adjusted 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.
  • the control and / or control device 16 has models for determining the fuel temperature and the vaporization behavior of the fuel currently present in the fuel tank 20. These models can evaluate the output signals from non-illustrated but already existing sensors. In particular with regard to the fuel temperature, it would alternatively be possible in a relatively simple manner to provide a temperature sensor in or on the low-pressure line 26. Based on the fuel temperature and the vaporization behavior of the fuel, the control and / or regulating device 16 calculates a delivery pressure desired value and compares this with an actual value determined via the pressure sensor 22 in order to track the delivery pressure of the low-pressure pump 12 appropriately to the delivery pressure desired value.
  • the delivery pressure target value becomes higher than that in a case where a fuel having a lower vaporization tendency is contained in the fuel tank 20. In this way, it is possible to keep the delivery pressure setpoint to a minimum value at which cavitation by evaporation of fuel is just avoided. Compared to known solutions, the energy required to drive the low pressure pump 12 is reduced, resulting in fuel economy.
  • FIG. 3 shows a flowchart illustrating an embodiment of the method according to the invention.
  • the illustrated method begins at step S1.
  • the fuel temperature is detected by modeling.
  • the already-known cooling water temperature can be used to close the instantaneous fuel temperature in a particularly advantageous manner.
  • the evaporation behavior of the fuel is detected by modeling.
  • the lambda probe output signal can be used because different lambda probe output signals are obtained when equal quantities of fuels with different vaporization behavior are injected.
  • the delivery pressure of the low-pressure pump is determined as a function of the fuel temperature and the vaporization behavior of the fuel via a characteristic map, for example via a characteristic map, as shown in FIG FIG. 1 is shown.
  • the delivery pressure of the low-pressure pump is preferably determined such that a cavitation by evaporation of fuel is just avoided.
  • the illustrated embodiment of the method according to the invention ends.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • 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

Die Erfindung betrifft ein Kraftstoffeinspritzsystem mit einem Kraftstoffspeicher, dem über zumindest eine erste Pumpe Kraftstoff zugeführt wird und dem über Injektoren Kraftstoff abgeführt wird, wobei der Förderdruck der ersten Pumpe in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs von einer Steuer- und/oder Regelungseinrichtung eingestellt wird, welche die erste Pumpe ansteuert.The invention relates to a fuel injection system with a fuel storage, which is supplied via at least a first pump fuel and the fuel is discharged via injectors, wherein the delivery pressure of the first pump in response to the fuel temperature and the evaporation behavior of the fuel from a control and / or regulating device is set, which controls the first pump.

Weiterhin betrifft die Erfindung ein Verfahren zur Bestimmung des Förderdrucks einer ersten Pumpe eines Kraftstoffeinspritzsystems, das einen Kraftstoffspeicher aufweist, dem über die erste Pumpe Kraftstoff zugeführt wird und dem über Injektoren Kraftstoff abgeführt wird, wobei der Förderdruck der ersten Pumpe in Abhängigkeit von der Kraftstofftemperatur und dem Verdampfungsverhalten des Kraftstoffs von einer Steuer- und/oder Regelungseinrichtung eingestellt wird, welche die erste Pumpe ansteuert.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 reservoir, which is supplied via the first pump fuel and the fuel is discharged via injectors, wherein the delivery pressure of the first pump in dependence on the fuel temperature and the Evaporating behavior of the fuel is adjusted by a control and / or regulating device, which controls the first pump.

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 Kraftstoffmasse einspritzen zu können, 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 Kraftstofftemperatur 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 "Worst-Case-Kraftstoffe".In the generic fuel injection systems for internal combustion engines, the fuel is conveyed with at least one pump from the tank into a fuel storage, which is also referred to as fuel rail. The fuel mass from the fuel reservoir 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 inject the required fuel mass, the injectors are opened for a defined time. The delivery pressure of the pump must be high enough to avoid cavitation by evaporation of fuel in the system, depending essentially on the fuel temperature and the vaporization behavior of the fuel, at which pressure the fuel evaporated. Even if the fuel temperature is used to determine the target value for the delivery pressure, it is still necessary to provide a corresponding Vorhalt in fuel pressure for fuels with high evaporation tendency for safe prevention of cavitation, for example for winter fuels or so-called "worst-case fuels".

Die Druckschrift DE 199 51 410 A1 offenbart ein Verfahren und eine Vorrichtung zur Variation eines von einer Niederdruckpumpe erzeugten und von einer Hochdruckpumpe angelegten Vordrucks. Um den Vordruck möglichst niedrig zu halten und gleichzeitig ein Verdampfen des Kraftstoffs an der Hochdruckpumpe zu vermeiden, ist vorgesehen, dass die Kraftstofftemperatur in der Hochdruckpumpe ermittelt wird.The publication DE 199 51 410 A1 discloses a method and apparatus for varying a pre-pressure generated by a low pressure pump and applied by a high pressure pump. In order to keep the form as low as possible and at the same time to avoid evaporation of the fuel at the high-pressure pump, it is provided that the fuel temperature is determined in the high-pressure pump.

Die Druckschrift EP 1 223 326 A beschreibt ein Verfahren zur Steuerung einer zugeführten Kraftstoffmenge während eines Startvorgangs einer Verbrennungskraftmaschine, wobei das ermittelte Verdampfungsverhalten zur Beeinflussung des normalen Motorbetriebs weiter verwendet wird.The publication EP 1 223 326 A describes a method for controlling an amount of fuel supplied during a starting operation of an internal combustion engine, wherein the determined evaporation behavior for influencing the normal engine operation is further used.

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.The invention has the object of developing the generic fuel injection systems and the generic method such that the energy consumption for the drive of the pump and thus reduced fuel consumption and cavitation by evaporation of fuel continues to be 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 embodiments and modifications of the invention will become apparent from the dependent claims.

Das erfindungsgemäße Kraftstoffeinspritzsystem baut auf dem gattungsgemäßen Stand der Technik dadurch auf, dass zur Ermittlung des Verdampfungsverhaltens des Kraftstoffs ein Lambdasondenausgangssignal herangezogen wird. Da bei dieser Lösung das aktuelle Verdampfungsverhalten in die Einstellung des Förderdrucks beziehungsweise die Berechnung des Sollwertes für den Förderdruck eingeht, 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 Kraftstoffverbrauch insgesamt gesenkt werden kann. Wird die gleiche Menge von Kraftstoffen mit unterschiedlichem Verdampfungsverhalten eingespritzt, so werden unterschiedliche Lambdasondenausgangssignale erhalten. Daher ist es beispielsweise möglich, ein Kennfeld vorzusehen, in dem über das Lambdasondenausgangssignal auf das Verdampfungsverhalten des Kraftstoffs geschlossen werden kann.The fuel injection system according to the invention builds on the generic state of the art in that for determining the evaporation behavior of the fuel Lambda probe output signal is used. Since in this solution, the current evaporation behavior is received in the setting of the delivery pressure or the calculation of the setpoint for the delivery pressure, it is no longer necessary, a corresponding lead in fuel pressure for fuels with high evaporation tendency, such as the said winter fuels or said worst case - Provide fuel so that the energy consumption of the pump and thus the fuel consumption can be reduced overall. If the same amount of fuels with different evaporation behavior is injected, different lambda probe output signals are obtained. Therefore, it is possible, for example, to provide a characteristic map in which the vaporization behavior of the fuel can be deduced via the lambda probe output signal.

Vorteilhafterweise kann vorgesehen sein, dass die Steuer- und/oder Regelungseinrichtung das Verdampfungsverhalten des Kraftstoffs durch Modellbildung ermittelt. 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 Kraftstofftemperatur beispielsweise über ein Kraftstofftemperaturmodell ermittelt werden, und das Verdampfungsverhalten des 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 berechnet werden. Eine Modellbildung wird in diesem Zusammenhang bevorzugt, weil eine direkte Bestimmung des Verdampfungsverhaltens des Kraftstoffs im Kraftfahrzeug vergleichsweise aufwendig ist. Der Kraftstoffmengenadaptionsalgorithmus ist bei vielen gattungsgemäßen Kraftstoffeinspritzsystemen ohnehin vorgesehen, um die eingespritzte Kraftstoffmenge einzustellen. 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.Advantageously, it may be provided that the control and / or regulating device determines the evaporation behavior of the fuel by modeling. In the case of a control device, a fuel pressure sensor is preferably provided behind the pump, which supplies a fuel pressure actual value or a corresponding signal which is supplied to the control and / or regulating device. The latter calculates a fuel pressure setpoint as a function of the fuel temperature and the vaporization behavior of the fuel. In this case, the fuel temperature can be determined, for example, via a fuel temperature model, and the vaporization behavior of the fuel can be determined via a start amount adaptation, which will be explained in more detail later. Based on a comparison of the actual fuel pressure value with the fuel pressure setpoint then a suitable pump control can be calculated. A modeling is preferred in this context, because a direct determination of the evaporation behavior of the fuel in the motor vehicle is comparatively expensive. The fuel quantity adaptation algorithm is many generic fuel injection systems provided anyway to adjust the injected fuel amount. Since the quantity of fuel to be injected also depends on the vaporization behavior of the fuel, the fuel quantity adaptation algorithm makes it possible, in a particularly simple manner, to deduce directly or indirectly the vaporization behavior of the fuel.

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 a cavitation by evaporation of fuel is just avoided. This reduces the power consumption of the pump as much as possible.

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 Kraftstofftemperatur 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. By way of example, it is possible to determine the current fuel temperature via temperatures which are in any case detected by sensors, such as, for example, the cooling water temperature and so forth.

Alternativ kommen Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems in Betracht, bei denen vorgesehen ist, dass der Steuer- und/oder Regelungseinrichtung die von einem Temperatursensor erfasste Kraftstofftemperatur zugeführt 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.

Insbesondere wenn das Verdampfungsverhalten des Kraftstoffs durch Modellbildung ermittelt wird, kommen Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems 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 einzustellen. 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 are contemplated 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 anyway provided in many generic fuel injection systems to adjust the injected amount of fuel. Since the quantity of fuel to be injected also depends on the vaporization behavior of the fuel, the fuel quantity adaptation algorithm makes it possible, in a particularly simple manner, to deduce directly or indirectly the vaporization behavior of the fuel.

Bei besonders bevorzugten Ausführungsformen des erfindungsgemäßen Kraftstoffeinspritzsystems ist vorgesehen, dass die erste Pumpe eine Niederdruckpumpe ist, und dass der Niederdruckpumpe eine zweite Pumpe in Form einer Hochdruckpumpe nachgeschaltet ist. Bei der Hochdruckpumpe kann es sich insbesondere 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 connected downstream of a second pump in the form of a high-pressure pump. The high-pressure pump may in particular be a high-pressure pump with a controlled or regulated mass flow.

Das erfindungsgemäße Verfahren baut auf dem gattungsgemäßen Stand der Technik dadurch auf, dass zur Ermittlung des Verdampfungsverhaltens des Kraftstoffs ein Lambdasondenausgangssignal herangezogen 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 inventive method is based on the generic state of the art in that a lambda probe output signal is used to determine the vaporization behavior of the fuel. By this solution, the advantages of the fuel injection system according to the invention are achieved in the same or similar manner, so reference is made to the execution of repetitions to the corresponding statements.

Gleiches gilt sinngemäß für die nachfolgend angegebenen vorteilhaften Ausgestaltungen und Weiterbildungen des erfindungsgemäßen Verfahrens, wobei auch diesbezüglich auf die entsprechenden Ausführungen im Zusammenhang mit dem erfindungsgemäßen Kraftstoffeinspritzsystem verwiesen wird.The same applies mutatis mutandis to the below-mentioned advantageous embodiments and refinements of the method according to the invention, reference being made in this regard to the corresponding statements in connection with the fuel injection system according to the invention.

Vorteilhafterweise kann vorgesehen sein, dass das Verdampfungsverhalten des Kraftstoffs durch Modellbildung ermittelt wird.Advantageously, it can be provided that the evaporation behavior of the fuel is determined by modeling.

Bei bevorzugten Ausführungsformen des erfindungsgemäßen Verfahrens 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 a Cavitation by evaporation of fuel is just avoided.

Weiterhin können bestimmte Ausführungsformen des erfindungsgemäßen 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 Kraftstofftemperatur über einen Temperatursensor erfasst wird.Alternatively, it can be provided in the method according to the invention that the fuel temperature is detected via a temperature sensor.

Dabei kann insbesondere vorgesehen sein, dass das Verdampfungsverhalten des Kraftstoffs über einen Kraftstoffmengenadaptionsalgorithmus ermittelt wird.In this case, provision can be made, in particular, for the evaporation behavior of the fuel to be determined via a fuel quantity adaptation algorithm.

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 Messbeziehungsweise 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 eingespritzte Kraftstoffmenge anpasst. Beispielsweise durch die Absenkung des Kraftstoffdruck-Sollwertes im Vorlauf einer Hochdruckpumpe auf einen Mindestwert kann eine Kraftstoffeinsparung aufgrund der verminderten Förderleistung der Kraftstoffniederdruckpumpe erreicht werden.The invention makes it possible, in particular, to determine the required setpoint value for the delivery pressure of a low-pressure fuel pump in such a way that cavitation (even) is avoided. This can be done in an advantageous manner by modeling the fuel temperature due to different measuring relationship or model values already present in the control and / or regulating device as well as the inclusion of adaptation values from the fuel quantity adaptation, in particular the fuel quantity start adaptation. The starting amount adaptation is a functionality that adjusts the amount of fuel injected at the start depending on the vaporization behavior of the fuel. For example, by lowering the fuel pressure setpoint in the flow of a high-pressure pump to a minimum value, a fuel saving due to the reduced flow rate of the low-pressure fuel pump can be achieved.

Die Erfindung wird nun unter Bezugnahme auf die beigefügten Zeichnungen anhand einer bevorzugten Ausführungsform beispielhaft erläutert.The invention will now be described by way of example with reference to the accompanying drawings with reference to a preferred embodiment.

Es zeigen:

Figur 1
beispielhafte Dampfdruckkurven von handelsüblichen Kraftstoffen;
Figur 2
eine schematische Darstellung einer Ausführungsform des erfindungsgemäßen Kraftstoffeinspritzsystems; und
Figur 3
ein Flussdiagramm, das eine Ausführungsform des er- findungsgemäßen Verfahrens veranschaulicht.
Show it:
FIG. 1
exemplary vapor pressure curves of commercial fuels;
FIG. 2
a schematic representation of an embodiment of the fuel injection system according to the invention; and
FIG. 3
a flowchart illustrating an embodiment of the inventive method.

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 Verdampfung von Kraftstoff zu vermeiden. FIG. 1 illustrates exemplary vapor pressure curves of commercial 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 representation of FIG. 1 It can be seen that worst-case fuels require higher pressure than common European summer fuels to avoid cavitation due to fuel vaporisation.

Figur 2 zeigt eine schematische Darstellung einer Ausführungsform des erfindungsgemäßen Kraftstoffeinspritzsystems. Derartige Einspritzsysteme werden auch als Common-Rail-Einspritzsysteme bezeichnet. Das dargestellte Kraftstoffeinspritzsystem 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 eingespritzt werden kann. Die Injektoren 14 werden von einer Steuer- und/oder Regeleinrichtung 16 angesteuert, um für eine von der Steuer- und/oder Regeleinrichtung 16 bestimmte Zeitdauer zu öffnen. Der Kraftstoffspeicher 10 steht über eine Hochdruckleitung 28 mit dem Ausgang einer massenstromgeregelten 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 eingestellt. Weiterhin wird der Steuer- und/oder Regeleinrichtung 16 das Ausgangssignal eines in der Niederdruckleitung 26 angeordneten Drucksensors 22 zugeführt. 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 illustrated fuel injection system 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 controlled by a control and / or regulating device 16 in order to determine a time period determined by the control and / or regulating device 16 to open. The fuel accumulator 10 is connected via a high-pressure line 28 to the output of a mass-flow-controlled high-pressure pump 18 in connection. 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 in connection. The suction side of the low-pressure pump 12 is connected via a suction line 24 to a fuel tank 20 in connection, can be sucked from the fuel. The delivery pressure of the low pressure pump 12 is adjusted 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 Kraftstofftemperatur 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 ein 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 vermieden wird. Im Vergleich zu bekannten Lösungen wird die zum Antrieb der Niederdruckpumpe 12 erforderliche Energie verringert, was zu einer Kraftstoffeinsparung führt.The control and / or control device 16 has models for determining the fuel temperature and the vaporization behavior of the fuel currently present in the fuel tank 20. These models can evaluate the output signals from non-illustrated but already existing sensors. In particular with regard to the fuel temperature, it would alternatively be possible in a relatively simple manner to provide a temperature sensor in or on the low-pressure line 26. Based on the fuel temperature and the vaporization behavior of the fuel, the control and / or regulating device 16 calculates a delivery pressure desired value and compares this with an actual value determined via the pressure sensor 22 in order to track the delivery pressure of the low-pressure pump 12 appropriately to the delivery pressure desired value. If fuel with a higher tendency to vaporization is contained in the fuel tank 20, the delivery pressure target value becomes higher than that in a case where a fuel having a lower vaporization tendency is contained in the fuel tank 20. In this way, it is possible to keep the delivery pressure setpoint to a minimum value at which cavitation by evaporation of fuel is just avoided. Compared to known solutions, the energy required to drive the low pressure pump 12 is reduced, resulting in fuel economy.

Figur 3 zeigt ein Flussdiagramm, das eine Ausführungsform des erfindungsgemäßen Verfahrens veranschaulicht. Das dargestellte Verfahren beginnt beim Schritt S1. 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 erfasst. Zu diesem Zweck kann beispielsweise das Lambdasondenausgangssignal herangezogen werden, weil unterschiedliche Lambdasondenausgangssignale erhalten werden, wenn gleiche Mengen von Kraftstoffen mit unterschiedlichem Verdampfungsverhalten eingespritzt werden. Im Schritt S4 wird der Förderdruck 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. FIG. 3 shows a flowchart illustrating an embodiment of the method according to the invention. The illustrated method begins at step S1. In step S2, the fuel temperature is detected by modeling. For this purpose, the already-known cooling water temperature can be used to close the instantaneous fuel temperature in a particularly advantageous manner. In step S3, the evaporation behavior of the fuel is detected by modeling. For this purpose, for example, the lambda probe output signal can be used because different lambda probe output signals are obtained when equal quantities of fuels with different vaporization 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 vaporization behavior of the fuel via a characteristic map, for example via a characteristic map, as shown in FIG FIG. 1 is shown. The delivery pressure of the low-pressure pump is preferably determined such that a cavitation by evaporation of fuel is just avoided. In step S5, the illustrated embodiment of the method according to the invention ends.

Claims (14)

  1. Fuel injection system with 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),
    with the feed pressure of the first pump (12) being set as a function of the fuel temperature and the vaporisation behavior of the fuel by a control and/or regulation device (16) which controls the first pump (12),
    characterised in that
    a Lambda probe output signal is employed for determining the vaporisation behavior of the fuel.
  2. Fuel injection system with a fuel reservior (10) in accordance with claim 1,
    characterised in that
    the control and/or regulation device (16) determines the vaporisation behavior of the fuel through modelling.
  3. Fuel injection system in accordance with claim 1 or 2,
    characterised in that
    the feed pressure of the first pump (12) is set to a minimum value at which a cavitation through vaporisation of fuel is just avoided.
  4. Fuel injection system in accordance with one of the previous claims,
    characterised in that
    the control and/or regulation device (16) determines the fuel temperature through modelling.
  5. Fuel injection system in accordance with one of the previous claims,
    characterised in that
    the fuel temperature recorded by a temperature sensor is fed to the control and/or regulation device (16).
  6. Fuel injection system in accordance with one of the previous claims,
    characterised in that
    the vaporisation behavior of the fuel is determined via a fuel volume adaptation algorithm.
  7. Fuel injection system in accordance with one of the previous claims,
    characterised in that
    the first pump is a low-pressure pump (12), and that a second pump in the form of a high-pressure pump (18) is connected downstream from the low-pressure pump (12)
  8. Method for determining the feed pressure of a first pump (12) of a fuel injection system which features a fuel reservoir (10) to which fuel is fed via the first pump (12) and from which fuel is discharged via injectors (12), with the feed pressure of the first pump (12) being set as a function of the fuel temperature and the vaporisation behavior of the fuel by a control and/or regulation device (16) which controls the first pump (12),
    characterised in that
    a Lambda probe output signal is employed for determining the vaporisation behavior of the fuel.
  9. Method in accordance with claim 8,
    characterised in that
    the vaporisation behavior of the fuel is determined by modelling.
  10. Method in accordance with claim 8 or 9,
    characterised in that
    the feed pressure of the first pump (12) is set to a minimum value at which a cavitation through vaporisation of fuel is just avoided.
  11. Method in accordance with one of the claims 8 to 10,
    characterised in that
    the fuel temperature is determined by modelling.
  12. Method in accordance with one of the claims 8 to 11,
    characterised in that
    the fuel temperature is recorded via a temperature sensor.
  13. Method in accordance with one of the claims 8 to 12,
    characterised in that
    the vaporisation behavior of the fuel is determined via a fuel volume adaptation algorithm.
  14. Method in accordance with one of the claims 8 to 13,
    characterised in that
    the first pump is a low-pressure pump (12), and that a second pump in the form of a high-pressure pump (18) is connected downstream from the low-pressure pump (12)
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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DE10300929A DE10300929B4 (en) 2003-01-13 2003-01-13 Fuel injection system and method for determining the delivery pressure of a fuel pump
DE10300929 2003-01-13
PCT/DE2003/003579 WO2004067948A1 (en) 2003-01-13 2003-10-28 Fuel injection system and method for determining the feed pressure of a fuel pump

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EP1583900B1 true EP1583900B1 (en) 2009-03-25

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WO2004067948A1 (en) 2004-08-12
US7363916B2 (en) 2008-04-29
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EP1583900A1 (en) 2005-10-12
DE50311352D1 (en) 2009-05-07
US20060225706A1 (en) 2006-10-12

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