EP1583900B1 - Systeme d'injection de carburant et procede pour determiner la pression d'alimentation d'une pompe a carburant - Google Patents

Systeme d'injection de carburant et procede pour determiner la pression d'alimentation d'une pompe a carburant 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
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP03767390A
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German (de)
English (en)
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EP1583900A1 (fr
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
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Continental Automotive GmbH
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Filing date
Publication date
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Publication of EP1583900A1 publication Critical patent/EP1583900A1/fr
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Publication of EP1583900B1 publication Critical patent/EP1583900B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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

L'invention concerne un système d'injection de carburant comprenant un accumulateur de carburant (10) auquel du carburant est acheminé par l'intermédiaire d'une première pompe (12) et duquel le carburant est éjecté par l'intermédiaire d'injecteurs (14). Selon l'invention, la pression d'alimentation de la première pompe (12) est définie en fonction de la température du carburant et des caractéristiques d'évaporation du carburant.

Claims (14)

  1. Système d'injection de carburant comportant un réservoir de carburant (10) auquel du carburant est acheminé par l'intermédiaire d'au moins une première pompe (12) et d'où du carburant est évacué par l'intermédiaire d'injecteurs (14), la pression de refoulement de la première pompe (12) étant réglée en fonction de la température du carburant et du comportement de vaporisation du carburant par un dispositif de commande et/ou de régulation (16) qui commande la première pompe (12),
    caractérisé en ce que, pour déterminer le comportement de vaporisation de carburant, un signal de sortie d'une sonde lambda est utilisé.
  2. Système d'injection de carburant comprenant un réservoir de carburant (10) selon la revendication 1, caractérisé en ce que le dispositif de commande et/ou de régulation (16) détermine le comportement de vaporisation du carburant par modélisation.
  3. Système d'injection de carburant selon la revendication 1 ou 2, caractérisé en ce que la pression de refoulement de la première pompe (12) est réglée sur une valeur minimale à laquelle la cavitation due à la vaporisation du carburant est tout juste évitée.
  4. Système d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce que le dispositif de commande et/ou de régulation (16) détermine la température de carburant par modélisation.
  5. Système d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce qu'une température du carburant détectée par un capteur de température est transmise au dispositif de commande et/ou de régulation (16).
  6. Système d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce que le comportement de vaporisation du carburant est déterminé au moyen d'un algorithme d'adaptation de la quantité de carburant.
  7. Système d'injection de carburant selon une des revendications précédentes, caractérisé en ce que la première pompe est une pompe à basse pression (12) et en ce qu'une deuxième pompe qui forme une pompe à haute pression (18) est branchée en aval de la pompe à basse pression (12).
  8. Procédé pour la détermination de la pression de refoulement d'une première pompe (12) d'un système d'injection de carburant qui comprend un réservoir de carburant (10) auquel du carburant est acheminé par l'intermédiaire de la première pompe (12) et d'où du carburant est évacué par l'intermédiaire d'injecteurs (14), la pression de refoulement de la première pompe (12) étant réglée en fonction de la température du carburant et du comportement de vaporisation du carburant par un dispositif de commande et/ou de régulation (16) qui commande la première pompe (12),
    caractérisé en ce que, pour la détermination du comportement de vaporisation de carburant, un signal de sortie d'une sonde lambda est utilisé.
  9. Procédé selon la revendication 8,
    caractérisé en ce que le comportement de vaporisation du carburant est déterminé par modélisation.
  10. Procédé selon la revendication 8 ou 9,
    caractérisé en ce que la pression de refoulement de la première pompe (12) est réglée sur une valeur minimale à laquelle une cavitation par vaporisation du carburant est juste évitée.
  11. Procédé selon l'une des revendications 8 à 10,
    caractérisé en ce que la température de carburant est déterminée par modélisation.
  12. Procédé selon l'une des revendications 8 à 11,
    caractérisé en ce que la température du carburant est détectée par l'intermédiaire d'un capteur de température.
  13. Procédé selon l'une des revendications 1 à 12,
    caractérisé en ce que le comportement de vaporisation du carburant est déterminé par l'intermédiaire d'un algorithme d'adaptation de la quantité de carburant.
  14. Procédé selon l'une des revendications 8 à 13,
    caractérisé en ce que la première pompe est une pompe à basse pression (12) et en ce qu'une deuxième pompe, formée d'une pompe à haute pression (18) est branchée en aval de la pompe à basse pression (12).
EP03767390A 2003-01-13 2003-10-28 Systeme d'injection de carburant et procede pour determiner la pression d'alimentation d'une pompe a carburant Expired - Fee Related EP1583900B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10300929 2003-01-13
DE10300929A DE10300929B4 (de) 2003-01-13 2003-01-13 Kraftstoffeinspritzsystem und Verfahren zur Bestimmung des Förderdrucks einer Kraftstoffpumpe
PCT/DE2003/003579 WO2004067948A1 (fr) 2003-01-13 2003-10-28 Systeme d'injection de carburant et procede pour determiner la pression d'alimentation d'une pompe a carburant

Publications (2)

Publication Number Publication Date
EP1583900A1 EP1583900A1 (fr) 2005-10-12
EP1583900B1 true EP1583900B1 (fr) 2009-03-25

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EP03767390A Expired - Fee Related EP1583900B1 (fr) 2003-01-13 2003-10-28 Systeme d'injection de carburant et procede pour determiner la pression d'alimentation d'une pompe a carburant

Country Status (4)

Country Link
US (1) US7363916B2 (fr)
EP (1) EP1583900B1 (fr)
DE (2) DE10300929B4 (fr)
WO (1) WO2004067948A1 (fr)

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US7363916B2 (en) 2008-04-29
DE10300929A1 (de) 2004-08-19
US20060225706A1 (en) 2006-10-12
DE10300929B4 (de) 2006-07-06
EP1583900A1 (fr) 2005-10-12
WO2004067948A1 (fr) 2004-08-12
DE50311352D1 (de) 2009-05-07

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