EP1924764A1 - Method for operating a fuel pump - Google Patents

Method for operating a fuel pump

Info

Publication number
EP1924764A1
EP1924764A1 EP06778421A EP06778421A EP1924764A1 EP 1924764 A1 EP1924764 A1 EP 1924764A1 EP 06778421 A EP06778421 A EP 06778421A EP 06778421 A EP06778421 A EP 06778421A EP 1924764 A1 EP1924764 A1 EP 1924764A1
Authority
EP
European Patent Office
Prior art keywords
frequency
fuel pump
fuel
pulses
khz
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
EP06778421A
Other languages
German (de)
French (fr)
Other versions
EP1924764B1 (en
Inventor
Rolf Graf
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
Continental Automotive GmbH
VDO Automotive 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 Continental Automotive GmbH, VDO Automotive AG filed Critical Continental Automotive GmbH
Publication of EP1924764A1 publication Critical patent/EP1924764A1/en
Application granted granted Critical
Publication of EP1924764B1 publication Critical patent/EP1924764B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F02D41/3082—Control of electrical fuel pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control

Definitions

  • the invention relates to a method for operating a fuel pump to supply fuel from a fuel tank ei ⁇ ner internal combustion engine, in which the fuel pump electrical energy is supplied in pulse form and the duty cycle is regulated in dependence on the fuel demand on the internal combustion engine.
  • Such controlled fuel pumps are used in particular ⁇ special in fuel tanks of motor vehicles.
  • a depending on the fuel demand electronically controlled fuel pump is known from DE 43 02 383 Al.
  • the fuel pump is supplied with pulsed electrical energy, wherein the duty cycle is changed as a direct function of a position ⁇ output signal of an air mass sensor, the sensor generates the signal as a function of the position of a throttle valve whose position is a measure of the fuel requirements of the internal combustion engine .
  • This method of REG ⁇ th pulsed supply of electric power is also known as pulse width modulation.
  • electric motors are made of magnetic or magnetically conductive material, which may have magnetostriction effects.
  • they contain current-carrying electrical conductors in magnetic fields, which experience a force corresponding to the electric current.
  • the power loss of power switching transistors of a corresponding control electronics is composed of control and switching losses. While the conduction losses by the voltage drop at ⁇ component and the current are determined, the switching losses are integrated on the number of switching operations per time and determines the switched current. Depending on the operating parameters of the system to be controlled, the switching losses can significantly exceed the conduction losses.
  • a white ⁇ more excellent drawback is that the power loss leads to ei ⁇ ner temperature increase of the switching electronics, which manifests itself in a reduction of the life of the switching electronics.
  • the object of the invention is to provide a method for operating a fuel pump, on the one hand avoids disturbing noise for the user and on the other hand, the power loss of the control electronics is reduced.
  • the object is achieved in that the Fre acid sequence of the pulses is controlled such that at low flow rate of the fuel pump, the frequency is set to be higher than at a higher flow rate.
  • the fuel pump can therefore be operated with a lower frequency of the pulse width modulation. As a result, due to the smaller number of switching operations per unit time, the switching losses for the pulse width modulation are minimized. As a result, the temperature load of the control electronics is reduced due to the frequency reduction, which positively affects the life ⁇ duration of the control electronics.
  • the method also has the advantage that it is not only related to a specific system, but can be used for fuel systems with fuel pumps of different performance classes and mechanical or electronic commutation.
  • a low delivery rate of the fuel pump is less than 40% duty cycle of the operating voltage according to this method, preferably less than 30% duty cycle of the operating voltage of the fuel pump.
  • a frequency for the pulse width modulation of at least 10 kHz, preferably at least 20 kHz, has proven to be advantageous. At these frequencies, the electromagnetic or magnetostrictive production of audible structure-borne noise in the fuel pump is largely avoided, so that the fuel pump can be operated so quietly that the noise generated in this way can not be acoustically perceived even in relatively quiet surroundings.
  • the method allows a reduction in the frequency of the pulse width modulation at a higher flow rate to 50 Hz to 10 kHz, preferably in the range of 1 kHz, being considered as a higher flow rate already 40% duty cycle of the operating voltage of the fuel pump.
  • the change in frequency can be done easily in a simple manner.
  • the frequency is changed abruptly or stepwise in a change between lower and higher flow rate of the fuel pump.
  • a particularly simple control of the frequency is given if the frequency is changed depending on the current. Due to the load-dependence of the current of the fuel pump, represents the current ei ⁇ ne good control variable.
  • FIG. 1 shows a device which is operated by the method according to the invention
  • Figure 2 a current-time diagram according to the invention
  • FIG. 1 shows a schematic representation of the fuel tank 1 of a motor vehicle, not shown.
  • a fuel pump 2 is angeord ⁇ net, which promotes fuel from the fuel tank 1 via a flow line 3 to an internal combustion engine 4 of the motor vehicle.
  • the control electronics 6 comprises a pulse generator 7 which supplies the current for the fuel pump 2 in the form of pulses to the fuel pump 2.
  • the pulses are supplied with constant amplitude, wherein the pulse width is a measure of the supplied electrical energy.
  • the control electronics 6 is in the illustration shown outside of the fuel tank 1, for example, as part of the engine control ⁇ part arranged.
  • control electronics 6 on or in the fuel tank 1, examples of playing an on ⁇ to a flange or in the fuel pump. 2
  • control electronics 6 comprises an integral controller 8, which makes frequency changes slower than the current changes, in particular during rapid load changes to the internal combustion engine 4.
  • the diagram in FIG. 2 shows in region I the current pulses generated by the pulse generator 7 in the case of a signal 5 which corresponds to full-load operation, ie, the internal combustion engine is operated with approximately maximum fuel consumption.
  • the pulses are clocked at a relatively low frequency of 1 kHz.
  • the noise of the internal combustion engine and the corresponding driving noise is relatively loud, so that at this Fre ⁇ quency generated by magnetostriction or magnetic forces Gehoff- see the fuel pump can not be perceived.
  • Area II shows the operation of the internal combustion engine with un ⁇ dangerous 60% power.
  • the pulse width of the pulses is accordingly spre ⁇ accordingly shorter, the frequency of the pulses, however, the same in the region I.
  • the noise of the internal combustion engine is louder than the noise of the fuel pump, so that also in this performance range of the internal combustion engine, the pulses can be clocked at a frequency of 1 kHz, without the noise of the fuel pump are perceived.
  • Region III shows the operation of the internal combustion engine in the un ⁇ direct power range, for example, the idling or driving at low speeds corresponds. In this driving behavior, the noise of the internal combustion engine and the driving noise are much lower than in a driving behavior according to area I or II.
  • the pulses are therefore generated by the pulse generator with a frequency of 20 kHz. This frequency is so high that in the fuel pump no noise is generated in the human hearing range ⁇ union, so that even with this loading the engine drove no noise from the power ⁇ material pump perceived.

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

Abstract

The invention relates to a method for operating a fuel pump in order to guide fuel from the fuel container of an internal combustion engine, wherein the electric energy, which is in the form of pulses, is periodically guided to the fuel pump and the duration of the pulses is controlled according to the fuel required by the internal combustion engine. The frequency of the pulses is controlled in such a manner that, in the event of low pump capacity of the fuel pump, the frequency is controlled to a higher level than in the even of a high pump capacity.

Description

Beschreibungdescription
Verfahren zum Betreiben einer KraftstoffpumpeMethod for operating a fuel pump
Gegenstand der Erfindung ist ein Verfahren zum Betreiben einer Kraftstoffpumpe um Kraftstoff aus einem Kraftstoffbehälter ei¬ ner Brennkraftmaschine zuzuführen, bei dem der Kraftstoffpumpe elektrische Energie in Pulsform zugeführt wird und der Tastgrad in Abhängigkeit vom Kraftstoffbedarf an der Brennkraftmaschine geregelt wird. Derart geregelte Kraftstoffpumpen werden insbe¬ sondere in Kraftstoffbehältern von Kraftfahrzeugen eingesetzt.The invention relates to a method for operating a fuel pump to supply fuel from a fuel tank ei ¬ ner internal combustion engine, in which the fuel pump electrical energy is supplied in pulse form and the duty cycle is regulated in dependence on the fuel demand on the internal combustion engine. Such controlled fuel pumps are used in particular ¬ special in fuel tanks of motor vehicles.
Eine in Abhängigkeit vom Kraftstoffbedarf elektronisch geregelte Kraftstoffpumpe ist aus der DE 43 02 383 Al bekannt. Hierbei wird der Kraftstoffpumpe elektrische Energie gepulst zugeführt wird, wobei der Tastgrad als direkte Funktion eines Stellungs¬ ausgangssignals eines Luftmassensensors geändert wird, wobei der Sensor das Signal als Funktion der Stellung eines Drosselventils erzeugt, dessen Stellung ein Maß für den Kraftstoffbe- darf der Brennkraftmaschine ist. Dieses Verfahren der geregel¬ ten gepulsten Zuführung von elektrischer Energie ist auch als Pulsweitenmodulation bekannt. Insbesondere Elektromotoren bestehen aus magnetischem oder magnetisch leitfähigem Material, welches Magnetostriktionseffekte aufweisen kann. Außerdem ent- halten sie stromführende elektrische Leiter in Magnetfeldern, die eine dem elektrischen Strom entsprechende Kraft erfahren. Wird ein solcher Elektromotor mittels Pulsweitenmodulation geregelt, so wirken entsprechende Wechselkräfte auf die elektri¬ schen Leiter. Zusätzlich bewirkt die Magnetostriktion der Mag- netwerkstoffe in dem wechselnden Magnetfeld ebenfalls eine wechselnde Kraftwirkung und/oder Dimensionsänderungen dieser Bauteile. Infolge der wechselnden Kraftwirkungen und der Dimensionsänderungen kann es zu einer mechanischen Anregung des Elektromotors kommen, so dass Schallwellen in die Umgebung ab- gestrahlt werden. Liegt die Frequenz der Schallwellen im menschlichen Hörfrequenzbereich, werden die Schallwellen als Geräusch wahrgenommen. Dies ist im Allgemeinen unerwünscht.A depending on the fuel demand electronically controlled fuel pump is known from DE 43 02 383 Al. Here, the fuel pump is supplied with pulsed electrical energy, wherein the duty cycle is changed as a direct function of a position ¬ output signal of an air mass sensor, the sensor generates the signal as a function of the position of a throttle valve whose position is a measure of the fuel requirements of the internal combustion engine , This method of REG ¬ th pulsed supply of electric power is also known as pulse width modulation. In particular, electric motors are made of magnetic or magnetically conductive material, which may have magnetostriction effects. In addition, they contain current-carrying electrical conductors in magnetic fields, which experience a force corresponding to the electric current. If such an electric motor controlled by means of pulse width modulation, so corresponding alternating forces act on the electrical conductor ¬ rule. In addition, the magnetostriction of the magnetic materials in the alternating magnetic field also causes an alternating force effect and / or dimensional changes of these components. As a result of the changing force effects and the dimensional changes, a mechanical excitation of the electric motor can occur, so that sound waves are radiated into the environment. Is the frequency of the sound waves in the human auditory frequency range, the sound waves are perceived as noise. This is generally undesirable.
Es ist daher allgemein bekannt, zur Vermeidung von für das menschliche Ohr hörbaren Geräuschen, eine Frequenz des Tastverhältnisses der Pulsweitenmodulation außerhalb des menschlichen Hörfrequenzbereichs zu wählen, vorzugsweise von mehr als 20 kHz.It is therefore well known, in order to avoid audible to the human ear noises, to choose a frequency of the duty cycle of the pulse width modulation outside of the human auditory frequency range, preferably of more than 20 kHz.
Die Verlustleistung von Leistungsschalttransistoren einer entsprechenden Regelelektronik setzt sich aus Leit- und Schaltverlusten zusammen. Während die Leitverluste durch den Spannungs¬ abfall am Bauteil und den Strom bestimmt sind, werden die Schaltverluste von der Anzahl der Schaltvorgänge pro Zeitein- heit und dem geschalteten Strom bestimmt. In Abhängigkeit von den Betriebsparametern des zu regelnden Systems können die Schaltverluste die Leitverluste deutlich übertreffen. Ein wei¬ terer Nachteil besteht darin, dass die Verlustleistung zu ei¬ ner Temperaturerhöhung der Schaltelektronik führt, die sich in einer Absenkung der Lebensdauer der Schaltelektronik bemerkbar macht .The power loss of power switching transistors of a corresponding control electronics is composed of control and switching losses. While the conduction losses by the voltage drop at ¬ component and the current are determined, the switching losses are integrated on the number of switching operations per time and determines the switched current. Depending on the operating parameters of the system to be controlled, the switching losses can significantly exceed the conduction losses. A white ¬ more excellent drawback is that the power loss leads to ei ¬ ner temperature increase of the switching electronics, which manifests itself in a reduction of the life of the switching electronics.
Die Aufgabe der Erfindung besteht darin, ein Verfahren zum Betreiben einer Kraftstoffpumpe zu schaffen, mit dem einerseits für den Nutzer störende Geräusche vermieden und andererseits die Verlustleistung der Regelelektronik vermindert wird.The object of the invention is to provide a method for operating a fuel pump, on the one hand avoids disturbing noise for the user and on the other hand, the power loss of the control electronics is reduced.
Erfindungsgemäß wird die Aufgabe dadurch gelöst, dass die Fre¬ quenz der Pulse derart geregelt wird, dass bei geringer Förder- leistung der Kraftstoffpumpe die Frequenz höher als bei höherer Förderleistung eingestellt wird.According to the invention the object is achieved in that the Fre acid sequence of the pulses is controlled such that at low flow rate of the fuel pump, the frequency is set to be higher than at a higher flow rate.
Während die Förderleistung der Kraftstoffpumpe durch eine Puls¬ weitenmodulation der elektrischen Energiezufuhr zur Kraftstoff- pumpe geregelt wird, erlaubt das Betreiben der Kraftstoffpumpe mit verschiedenen Frequenzen der pulsförmigen Energiezufuhr eine Anpassung der Kraftstoffpumpe an verschiedene Umweltbedin¬ gungen. Das Betreiben der Kraftstoffpumpe mit einer hohen Frequenz der Pulsweitenmodulation bei geringer Förderleistung be- wirkt, dass die Kraftstoffpumpe in diesem Betriebszustand be¬ sonders leise läuft, da sie wenig Körperschall infolge magneti¬ scher Effekte aussendet. Dies ist insbesondere dann erwünscht, wenn die geringe Förderleistung der Kraftstoffpumpe mit einer geringen Geschwindigkeit des Kraftfahrzeugs einhergeht, da auf- grund der geringen Fahrgeschwindigkeit auch die Fahrgeräusche gering sind, so dass laute Geräusche der Kraftstoffpumpe stö¬ rend wahrgenommen werden.During the delivery of the fuel pump by a pulse ¬ electric power supply width modulation is controlled to the fuel pump, allowing the operation of the fuel pump with different frequencies of the pulse-shaped energy supply an adjustment of the fuel pump to different Umweltbedin ¬ conditions. The operation of the fuel pump at a high frequency pulse width modulation at a low flow rate has the effect that the fuel pump Sonder runs quietly in this mode be ¬ because it emits little impact sound due magneti ¬ shear effects. This is particularly desirable when the low delivery rate of the fuel pump is associated with a low speed of the motor vehicle, because due to the low driving speed and the driving noise are low, so that loud noises of the fuel pump are disturbing perceived ¬ rend.
Dagegen tritt eine höhere Förderleistung der Kraftstoffpumpe nur bei einem größeren Kraftstoffbedarf der Brennkraftmaschine auf. Dieser erhöhte Kraftstoffbedarf geht einher mit einem lauteren Geräusch der Brennkraftmaschine und bei entsprechender Geschwindigkeit des Kraftfahrzeugs mit entsprechenden Windge¬ räuschen. Aufgrund dieser Geräusche sind die Geräusche der Kraftstoffpumpe derart vernachlässigbar, dass auch lautere Ge¬ räusche der Kraftstoffpumpe nicht mehr wahrgenommen werden. Die Kraftstoffpumpe kann daher mit einer niedrigeren Frequenz der Pulsweitenmodulation betrieben werden. Das hat zur Folge, dass aufgrund der geringeren Anzahl von Schaltvorgängen pro Zeitein- heit die Schaltverluste für die Pulsweitenmodulation minimiert werden. Dadurch wird die Temperaturbelastung der Regelelektronik infolge der Frequenzabsenkung verringert, was die Lebens¬ dauer der Regelelektronik positiv beeinflusst. Das Verfahren hat darüber hinaus den Vorteil, dass es nicht nur auf ein spe- zielles System bezogen ist, sondern für KraftstoffSysteme mit Kraftstoffpumpen der unterschiedlichsten Leistungsklassen und mechanischer oder elektronischer Kommutierung einsetzbar ist.In contrast, a higher flow rate of the fuel pump occurs only with a larger fuel demand of the engine. This increased fuel consumption is accompanied by a loud noise of the internal combustion engine and with appropriate speed of the motor vehicle with corresponding Windge ¬ noises. Because of this noise, the noise of the fuel pump are so negligible that even louder Ge ¬ noises of the fuel pump are no longer perceived. The fuel pump can therefore be operated with a lower frequency of the pulse width modulation. As a result, due to the smaller number of switching operations per unit time, the switching losses for the pulse width modulation are minimized. As a result, the temperature load of the control electronics is reduced due to the frequency reduction, which positively affects the life ¬ duration of the control electronics. The method also has the advantage that it is not only related to a specific system, but can be used for fuel systems with fuel pumps of different performance classes and mechanical or electronic commutation.
Eine geringe Förderleistung der Kraftstoffpumpe ist nach diesem Verfahren weniger als 40 % Einschaltdauer der Betriebsspannung, vorzugsweise weniger als 30 % Einschaltdauer der Betriebsspannung der Kraftstoffpumpe.A low delivery rate of the fuel pump is less than 40% duty cycle of the operating voltage according to this method, preferably less than 30% duty cycle of the operating voltage of the fuel pump.
Zum Betreiben der Kraftstoffpumpe bei geringer Förderleistung hat sich eine Frequenz für die Pulsweitenmodulation von mindestens 10 kHz, vorzugsweise mindestens 20 kHz, als vorteilhaft erwiesen. Bei diesen Frequenzen wird die elektromagnetische oder magnetostriktive Erzeugung von hörbarem Körperschall in der Kraftstoffpumpe weitgehend vermieden, so dass die Kraft- stoffpumpe so leise betrieben werden kann, dass die auf diesem Weg erzeugten Geräusche auch bei relativ ruhiger Umgebung akustisch nicht wahrgenommen werden können.To operate the fuel pump at low flow rate, a frequency for the pulse width modulation of at least 10 kHz, preferably at least 20 kHz, has proven to be advantageous. At these frequencies, the electromagnetic or magnetostrictive production of audible structure-borne noise in the fuel pump is largely avoided, so that the fuel pump can be operated so quietly that the noise generated in this way can not be acoustically perceived even in relatively quiet surroundings.
Dagegen erlaubt das Verfahren eine Absenkung der Frequenz der Pulsweitenmodulation bei höherer Förderleistung auf 50 Hz bis zu 10 kHz, vorzugsweise im Bereich von 1 kHz, wobei als höhere Förderleistung bereits 40 % Einschaltdauer der Betriebsspannung der Kraftstoffpumpe angesehen werden.In contrast, the method allows a reduction in the frequency of the pulse width modulation at a higher flow rate to 50 Hz to 10 kHz, preferably in the range of 1 kHz, being considered as a higher flow rate already 40% duty cycle of the operating voltage of the fuel pump.
Bei einem Wechsel zwischen geringer und höherer Förderleistung der Kraftstoffpumpe kann die Änderung der Frequenz in einfacher Weise stetig erfolgen.In a change between low and high flow rate of the fuel pump, the change in frequency can be done easily in a simple manner.
In einer anderen vorteilhaften Ausgestaltung wird bei einem Wechsel zwischen geringer und höherer Förderleistung der Kraftstoffpumpe die Frequenz sprungartig oder stufenartig verändert.In another advantageous embodiment, the frequency is changed abruptly or stepwise in a change between lower and higher flow rate of the fuel pump.
Eine besonders einfache Regelung der Frequenz ist gegeben, wenn die Frequenz stromabhängig verändert wird. Infolge der Lastab- hängigkeit des Stroms der Kraftstoffpumpe, stellt der Strom ei¬ ne gute Regelgröße dar.A particularly simple control of the frequency is given if the frequency is changed depending on the current. Due to the load-dependence of the current of the fuel pump, represents the current ei ¬ ne good control variable.
Unter bestimmten Fahrbedingungen können Lastwechsel in sehr kurzen Zeitabständen auftreten. Bei einer stromabhängigen Fre- quenzregelung kann dies zu ebenso häufigen Frequenzänderungen führen. Um derart schnelle Frequenzänderungen zu vermeiden hat sich als vorteilhaft erwiesen, die Änderungsgeschwindigkeit der Frequenzregelung integral stromabhängig erfolgen zu lassen, indem zumindest ein Integral-Regler vorgesehen wird. Insbesondere schnelle Stromänderungen werden durch den Integral-Regler entschärft, da die Frequenzänderung dadurch langsamer als die Stromänderung erfolgt. Eine andere, ebenfalls geeignete Rege¬ lung der Frequenz kann durch die Auswertung der Temperatur der Regelelektronik erfolgen. Abhängig von der gemessenen Tempera- tur besonders kritischer Baueile wird die Frequenz verändert. Hierdurch kann der Integralregler eingespart werden, weil die Temperatur die Integration vergangener Strombelastungen darstellt und der kritische Parameter für die Regelelektronik ist.Under certain driving conditions load changes can occur in very short time intervals. In the case of a current-dependent frequency control, this can lead to equally frequent frequency changes to lead. To avoid such rapid frequency changes has proven to be advantageous to make the rate of change of the frequency control integral current-dependent by at least one integral controller is provided. In particular, fast current changes are defused by the integral controller, since the frequency change is slower than the current change. Another, also suitable Rege ¬ development of frequency can be done by evaluating the temperature of the control electronics. Depending on the measured temperature of particularly critical components, the frequency is changed. As a result, the integral controller can be saved because the temperature represents the integration of past current loads and is the critical parameter for the control electronics.
Falls die Temperatur alleine eine zu langsame Stellgröße dar¬ stellt, kann auch eine Kombination aus Temperatur und Strom zur Frequenzregelung verwendet werden.If the temperature alone is too slow manipulated variable is ¬ is, a combination of temperature and current can be used for frequency control.
An einem Ausführungsbeispiel wird die Erfindung näher erläu- tert . Es zeigen:In one embodiment, the invention will be explained in more detail. Show it:
Figur 1 : eine Vorrichtung, die mit dem erfindungsgemäßen Verfahren betrieben wird,FIG. 1 shows a device which is operated by the method according to the invention,
Figur 2: ein Strom-Zeit-Diagramm gemäß dem erfindungsgemäßenFigure 2: a current-time diagram according to the invention
Verfahren .Procedure.
Figur 1 zeigt in einer schematischen Darstellung den Kraftstoffbehälter 1 eines nicht näher dargestellten Kraftfahrzeugs. In dem Kraftstoffbehälter 1 ist eine Kraftstoffpumpe 2 angeord¬ net, die Kraftstoff aus dem Kraftstoffbehälter 1 über eine Vorlaufleitung 3 zu einer Brennkraftmaschine 4 des Kraftfahrzeugs fördert. Ein in bekannter Weise gewonnenes elektrisches Signal 5, welches ein Maß für den momentanen Kraftstoffbedarf an der Brennkraftmaschine 4 darstellt, wird einer Regelelektronik 6 für die Kraftstoffpumpe 2 zugeführt. Die Regelelektronik 6 um- fasst einen Pulsgenerator 7, der den Strom für die Kraftstoffpumpe 2 in Form von Pulsen der Kraftstoffpumpe 2 zuführt. Die Pulse werden mit gleichbleibender Amplitude zugeführt, wobei die Pulsweite ein Maß für die zugeführte elektrische Energie ist. Die Regelelektronik 6 ist in der gezeigten Darstellung außerhalb des Kraftstoffbehälters 1, beispielsweise als Bestand¬ teil der Motorsteuerung, angeordnet. Es ist aber auch denkbar, die Regelelektronik 6 am oder im Kraftstoffbehälter 1, bei- spielsweise an einem Flansch oder in der Kraftstoffpumpe 2 an¬ zuordnen. Weiterhin umfasst die Regelelektronik 6 einen Integral-Regler 8, der insbesondere bei schnellen Lastwechseln an der Brennkraftmaschine 4 Frequenzänderungen langsamer als die Stromänderungen erfolgen lässt.Figure 1 shows a schematic representation of the fuel tank 1 of a motor vehicle, not shown. In the fuel tank 1, a fuel pump 2 is angeord ¬ net, which promotes fuel from the fuel tank 1 via a flow line 3 to an internal combustion engine 4 of the motor vehicle. A recovered in a known manner electrical signal 5, which is a measure of the current fuel consumption of the internal combustion engine 4, is an electronic control system. 6 supplied to the fuel pump 2. The control electronics 6 comprises a pulse generator 7 which supplies the current for the fuel pump 2 in the form of pulses to the fuel pump 2. The pulses are supplied with constant amplitude, wherein the pulse width is a measure of the supplied electrical energy. The control electronics 6 is in the illustration shown outside of the fuel tank 1, for example, as part of the engine control ¬ part arranged. However, it is also conceivable for the control electronics 6 on or in the fuel tank 1, examples of playing an on ¬ to a flange or in the fuel pump. 2 Furthermore, the control electronics 6 comprises an integral controller 8, which makes frequency changes slower than the current changes, in particular during rapid load changes to the internal combustion engine 4.
Das Diagramm in Figur 2 zeigt im Bereich I die vom Pulsgenerator 7 erzeugten Strompulse bei einem Signal 5, welches einen Volllastbetrieb entspricht, d. h., die Brennkraftmaschine wird mit annähernd maximalem Kraftstoffverbrauch betrieben. Die PuI- se sind mit einer relativ niedrigen Frequenz von 1 kHz getaktet. Bei einem derartigen Betrieb der Brennkraftmaschine ist das Geräusch der Brennkraftmaschine und die entsprechenden Fahrgeräusche relativ laut, so dass eventuell bei dieser Fre¬ quenz durch Magnetostriktion oder Magnetkräfte erzeugte Geräu- sehe der Kraftstoffpumpe nicht wahrgenommen werden.The diagram in FIG. 2 shows in region I the current pulses generated by the pulse generator 7 in the case of a signal 5 which corresponds to full-load operation, ie, the internal combustion engine is operated with approximately maximum fuel consumption. The pulses are clocked at a relatively low frequency of 1 kHz. In such an operation of the internal combustion engine, the noise of the internal combustion engine and the corresponding driving noise is relatively loud, so that at this Fre ¬ quency generated by magnetostriction or magnetic forces Geräu- see the fuel pump can not be perceived.
Der Bereich II zeigt den Betrieb der Brennkraftmaschine mit un¬ gefähr 60 % Leistung. Die Pulsweite der Pulse ist dementspre¬ chend kürzer, die Frequenz der Pulse ist jedoch gleich der im Bereich I. Auch bei diesem Betrieb der Brennkraftmaschine sind die Geräusche der Brennkraftmaschine lauter als die Geräusche der Kraftstoffpumpe, so dass auch in diesem Leistungsbereich der Brennkraftmaschine die Pulse mit einer Frequenz von 1 kHz getaktet werden können, ohne dass die Geräusche der Kraftstoff- pumpe wahrgenommen werden. Der Bereich III zeigt den Betrieb der Brennkraftmaschine im un¬ teren Leistungsbereich, der beispielsweise dem Leerlauf oder dem Fahren mit niedrigen Drehzahlen entspricht. Bei diesem Fahrverhalten sind die Geräusche der Brennkraftmaschine und die Fahrgeräusche wesentlich geringer als bei einem Fahrverhalten gemäß Bereich I oder II. Die Pulse werden vom Pulsgenerator daher mit einer Frequenz von 20 kHz erzeugt. Diese Frequenz ist so hoch, dass in der Kraftstoffpumpe keine Geräusche im mensch¬ lichen Hörbereich erzeugt werden, so dass auch bei diesem Be- trieb der Brennkraftmaschine keine Geräusche von der Kraft¬ stoffpumpe wahrgenommen werden. Area II shows the operation of the internal combustion engine with un ¬ dangerous 60% power. The pulse width of the pulses is accordingly spre ¬ accordingly shorter, the frequency of the pulses, however, the same in the region I. Also in this operation of the internal combustion engine, the noise of the internal combustion engine is louder than the noise of the fuel pump, so that also in this performance range of the internal combustion engine, the pulses can be clocked at a frequency of 1 kHz, without the noise of the fuel pump are perceived. Region III shows the operation of the internal combustion engine in the un ¬ direct power range, for example, the idling or driving at low speeds corresponds. In this driving behavior, the noise of the internal combustion engine and the driving noise are much lower than in a driving behavior according to area I or II. The pulses are therefore generated by the pulse generator with a frequency of 20 kHz. This frequency is so high that in the fuel pump no noise is generated in the human hearing range ¬ union, so that even with this loading the engine drove no noise from the power ¬ material pump perceived.

Claims

Patentansprüche claims
1. Verfahren zum Betreiben einer Kraftstoffpumpe um Kraftstoff aus einem Kraftstoffbehälter einer Brennkraftmaschi- ne zuzuführen, bei dem der Kraftstoffpumpe elektrische E- nergie in Pulsform periodisch zugeführt wird und die Puls¬ breite der Pulse in Abhängigkeit vom Kraftstoffbedarf an der Brennkraftmaschine geregelt wird, d a d u r c h g e k e n n z e i c h n e t , dass die Frequenz der Pulse derart geregelt wird, dass bei geringer Förderleistung der Kraftstoffpumpe die Frequenz höher als bei höherer Förder¬ leistung eingestellt wird.1. A method of operating a fuel pump for delivering fuel from a fuel tank of an internal combustion engine supplied, wherein the fuel pump electric e nergy is periodically supplied in pulse form and pulse ¬ width of the pulses is controlled in dependence on the fuel demand of the internal combustion engine, characterized in that the frequency of the pulses is controlled such that at low flow rate of the fuel pump, the frequency is set higher than at higher delivery ¬ power.
2. Verfahren 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 eine geringe Förderleistung der2. Method according to claim 1, characterized in that a low delivery rate of the
Kraftstoffpumpe weniger als 40 % Einschaltdauer der Betriebsspannung, vorzugsweise weniger als 30 % Einschalt¬ dauer der Betriebsspannung, der Kraftstoffpumpe beträgt.Fuel pump less than 40% duty cycle of the operating voltage, preferably less than 30% on ¬ duration of the operating voltage, the fuel pump is.
3. Verfahren nach Anspruch 2, d a d u r c h g e k e n n z e i c h n e t , dass die Frequenz bei geringer Förderleistung der Kraftstoffpumpe mindestens 10 kHz, vorzugs¬ weise mindestens 20 kHz, beträgt.3. The method according to claim 2, characterized in that the frequency at low flow rate of the fuel pump is at least 10 kHz, preferably ¬ at least 20 kHz.
4. Verfahren nach einem der vorhergehenden Ansprüche, d a ¬ d u r c h g e k e n n z e i c h n e t , dass die Frequenz der Pulse bei höherer Förderleistung maximal 50 Hz bis zu 10 kHz, vorzugsweise im Bereich von 1 kHz beträgt.4. The method according to any one of the preceding claims, ¬ characterized in that the frequency of the pulses at a higher delivery rate is a maximum of 50 Hz up to 10 kHz, preferably in the range of 1 kHz.
5. Verfahren nach einem der vorhergehenden Ansprüche, d a ¬ d u r c h g e k e n n z e i c h n e t , dass beim Wechsel zwischen geringerer und höherer Förderleistung der Kraft¬ stoffpumpe die Frequenz stetig verändert wird. 5. The method according to any one of the preceding claims, ¬ characterized in that the frequency is changed continuously when changing between lower and higher flow rate of the fuel ¬ pump.
6. Verfahren nach einem der Ansprüche 1 bis 4, d a d u r c h g e k e n n z e i c h n e t , dass beim Wechsel zwischen ge¬ ringerer und höherer Förderleistung der Kraftstoffpumpe die Frequenz sprungartig oder stufenartig verändert wird.6. The method according to any one of claims 1 to 4, characterized in that the frequency is changed abruptly or stepwise when changing between ge ¬ lower and higher flow rate of the fuel pump.
7. Verfahren nach einem der vorhergehenden Ansprüche, d a ¬ d u r c h g e k e n n z e i c h n e t , dass der Strom für die Kraftstoffpumpe als Regelgröße für die Frequenzänderungen verwendet wird.7. The method according to any one of the preceding claims, ¬ characterized in that the current is used for the fuel pump as a control variable for the frequency changes.
8. Verfahren nach einem der vorhergehenden Ansprüche, d a ¬ d u r c h g e k e n n z e i c h n e t , dass die Temperatur der Regelelektronik als Regelgröße für die Frequenzänderungen verwendet wird.8. The method according to any one of the preceding claims, ¬ characterized in that the temperature of the control electronics is used as a control variable for the frequency changes.
9. Verfahren nach einem der vorhergehenden Ansprüche, d a ¬ d u r c h g e k e n n z e i c h n e t , dass eine Kombina¬ tion aus Temperatur der Regelelektronik und Strom als Regelgröße für die Frequenzänderungen verwendet wird.9. The method according to any one of the preceding claims, ¬ by in that a combina tion is from ¬ temperature of the control electronics and current used as a control variable for the frequency changes.
10. Verfahren nach Anspruch 7, d a d u r c h g e k e n n ¬ z e i c h n e t , dass zumindest ein Integral-Regler für die Änderungen der Frequenz verwendet wird.10. The method according to claim 7, dadurchgekenn ¬ records that at least one integral controller is used for the changes in frequency.
11. Verfahren nach Anspruch 7, d a d u r c h g e k e n n ¬ z e i c h n e t , dass ein Verfahren mit gleitender Mittel¬ werterzeugung für die Änderungen der Frequenz verwendet wird. 11. The method of claim 7, dadurchgekenn ¬ characterized in that a method is used with moving average ¬ value generation for the changes in frequency.
EP06778421A 2005-09-13 2006-09-07 Method for operating a fuel pump Not-in-force EP1924764B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005043817A DE102005043817A1 (en) 2005-09-13 2005-09-13 Method for operating a fuel pump
PCT/EP2006/066128 WO2007031463A1 (en) 2005-09-13 2006-09-07 Method for operating a fuel pump

Publications (2)

Publication Number Publication Date
EP1924764A1 true EP1924764A1 (en) 2008-05-28
EP1924764B1 EP1924764B1 (en) 2013-02-13

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EP (1) EP1924764B1 (en)
JP (1) JP5193043B2 (en)
CN (1) CN101278115B (en)
DE (1) DE102005043817A1 (en)
WO (1) WO2007031463A1 (en)

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US7886720B2 (en) 2011-02-15
EP1924764B1 (en) 2013-02-13
DE102005043817A1 (en) 2007-03-22
WO2007031463A1 (en) 2007-03-22
JP5193043B2 (en) 2013-05-08
CN101278115A (en) 2008-10-01
CN101278115B (en) 2012-07-04
US20080245343A1 (en) 2008-10-09

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