EP1924764B1 - Procede permettant de faire fonctionner une pompe a carburant - Google Patents

Procede permettant de faire fonctionner une pompe a carburant Download PDF

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Publication number
EP1924764B1
EP1924764B1 EP06778421A EP06778421A EP1924764B1 EP 1924764 B1 EP1924764 B1 EP 1924764B1 EP 06778421 A EP06778421 A EP 06778421A EP 06778421 A EP06778421 A EP 06778421A EP 1924764 B1 EP1924764 B1 EP 1924764B1
Authority
EP
European Patent Office
Prior art keywords
frequency
fuel pump
delivery capacity
fuel
changes
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.)
Not-in-force
Application number
EP06778421A
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German (de)
English (en)
Other versions
EP1924764A1 (fr
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
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Continental Automotive GmbH
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Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP1924764A1 publication Critical patent/EP1924764A1/fr
Application granted granted Critical
Publication of EP1924764B1 publication Critical patent/EP1924764B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02D41/3082—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 of an internal combustion engine, in which the fuel pump electrical energy is supplied in pulse form and the duty cycle in dependence on the fuel demand on the internal combustion engine regel.wird.
  • Such controlled fuel pumps are used in particular in fuel tanks of motor vehicles.
  • a depending on the fuel demand electronically controlled fuel pump is from the DE 43 02 383 A1 known.
  • 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, wherein the sensor generates the signal as a function of the position of a throttle valve whose position is a measure of the fuel consumption of the internal combustion engine.
  • This method of regulated pulsed delivery of electrical energy is also known as pulse width modulation.
  • 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.
  • the power loss of power switching transistors of a corresponding control electronics is composed of control and switching losses. While the conduction losses are determined by the voltage drop across the component and the current, the switching losses are determined by the number of switching operations per unit time and the switched current. Depending on the operating parameters of the system to be controlled, the switching losses can significantly exceed the conduction losses. Another disadvantage is that the power loss leads to an increase in temperature of the switching electronics, which is reflected in a reduction in 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 frequency of the pulses is controlled such that at low flow rate of the fuel pump, the frequency is set higher than at higher flow rate.
  • the delivery rate of the fuel pump is regulated by a pulse width modulation of the electrical energy supply to the fuel pump
  • the operation of the fuel pump allows with different frequencies of the pulsed energy supply, an adaptation of the fuel pump to different environmental conditions.
  • Operating the fuel pump with a high frequency pulse width modulation at low flow rate causes the fuel pump runs very quietly in this operating condition, since it emits little structure-borne noise due to magnetic effects. This is particularly desirable when the low flow rate of the fuel pump with a low speed of the motor vehicle is accompanied, since due to the low driving speed and the driving noise are low, so that loud noises of the fuel pump are perceived disturbing.
  • 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 on the control electronics is reduced as a result of the frequency reduction, which positively affects the life of the control electronics.
  • the method has the additional 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 generation 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 environment.
  • 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 dependency of the flow of the fuel pump, the current is a good controlled variable.
  • load changes can occur in very short time intervals. For a current-dependent frequency control, this can be just as 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 control of the 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 integrator can be saved because the temperature represents the integration of past current loads and is the critical parameter for the control electronics.
  • FIG. 1 shows a schematic representation of the fuel tank 1 of a motor vehicle, not shown.
  • a fuel pump 2 is arranged, 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 power for the fuel pump 2 in the form of pulses of 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 arranged.
  • control electronics 6 on or in the fuel tank 1, for example on 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 the area I the current pulses generated by the pulse generator 7 at a signal 5, which corresponds to a 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 possibly generated at this frequency by magnetostriction or magnetic forces noise of the fuel pump can not be perceived.
  • Area II shows the operation of the internal combustion engine with about 60% power.
  • the pulse width of the pulses is correspondingly shorter, but the frequency of the pulses is equal to that in the region I. Also in this operation of the internal combustion engine, the noise of the internal combustion engine louder than the noise of the fuel pump, so that even in this power range of the internal combustion engine, the pulses Frequency of 1 kHz can be clocked without the noise of the fuel pump are perceived.
  • the area III shows the operation of the internal combustion engine in the lower power range, which corresponds for example to idling or driving at low speeds.
  • 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 in the human hearing are generated, so that no noise from the fuel pump are perceived even in this operation of the internal combustion engine.

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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)

Claims (11)

  1. Procédé pour faire fonctionner une pompe à carburant afin d'envoyer du carburant d'un réservoir à carburant à un moteur à combustion interne, dans lequel on envoie périodiquement sous forme pulsée de l'énergie électrique à la pompe à carburant, tant à une puissance petite qu'à une puissance plus grande de la pompe, et on règle la largeur des impulsions en fonction du besoin en carburant du moteur à combustion interne, caractérisé en ce que l'on règle la fréquence des impulsions de manière à établir une fréquence plus grande pour une puissance petite de la pompe à carburant que pour une puissance plus grande.
  2. Procédé suivant la revendication 1, caractérisé en ce qu'une puissance petite de la pompe à carburant représente moins de 40% de la durée d'application de la tension de fonctionnement, de préférence moins de 30% de la durée d'application de la tension de fonctionnement, à la pompe à carburant.
  3. Procédé suivant la revendication 2, caractérisé en ce que la fréquence pour une puissance petite de la pompe à carburant est d'au moins 10 kHz, de préférence d'au moins 20 kHz.
  4. Procédé suivant l'une des revendications précédentes, caractérisé en ce que la fréquence des impulsions à une puissance plus grande va au maximum de 50 Hz jusqu'à 10 kHz, en étant de préférence de l'ordre de 1 kHz.
  5. Procédé suivant l'une des revendications précédentes, caractérisé en ce que, lors du passage entre une puissance plus petite et plus grande de la pompe à carburant, on modifie constamment la fréquence.
  6. Procédé suivant l'une des revendications 1 à 4, caractérisé en ce que lors du passage entre une puissance plus petite et plus grande de la pompe à carburant, on modifie la fréquence par saut ou par palier.
  7. Procédé suivant l'une des revendications précédentes, caractérisé en ce qu'on utilise le courant électrique pour la pompe à carburant comme grandeur de réglage des variations de fréquence.
  8. Procédé suivant l'une des revendications précédentes, caractérisé en ce que l'on utilise la température de l'électronique de réglage comme grandeur de réglage des variations de fréquence.
  9. Procédé suivant l'une des revendications précédentes, caractérisé en ce que l'on utilise une combinaison de la température de l'électronique de réglage et du courant électrique comme grandeur de réglage des variations de fréquence.
  10. Procédé suivant la revendication 7, caractérisé en ce que l'on utilise au moins un régleur intégral pour les variations de la fréquence.
  11. Procédé suivant la revendication 7, caractérisé en ce que l'on utilise un procédé à production d'une moyenne mobile pour les variations de la fréquence.
EP06778421A 2005-09-13 2006-09-07 Procede permettant de faire fonctionner une pompe a carburant Not-in-force EP1924764B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005043817A DE102005043817A1 (de) 2005-09-13 2005-09-13 Verfahren zum Betreiben einer Kraftstoffpumpe
PCT/EP2006/066128 WO2007031463A1 (fr) 2005-09-13 2006-09-07 Procede permettant de faire fonctionner une pompe a carburant

Publications (2)

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

Family

ID=37114410

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06778421A Not-in-force EP1924764B1 (fr) 2005-09-13 2006-09-07 Procede permettant de faire fonctionner une pompe a carburant

Country Status (6)

Country Link
US (1) US7886720B2 (fr)
EP (1) EP1924764B1 (fr)
JP (1) JP5193043B2 (fr)
CN (1) CN101278115B (fr)
DE (1) DE102005043817A1 (fr)
WO (1) WO2007031463A1 (fr)

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DE102004049812B4 (de) * 2004-10-12 2017-09-14 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffeinspritzanlage insbesondere eines Kraftfahrzeugs
JP2008232099A (ja) * 2007-03-23 2008-10-02 Aisan Ind Co Ltd 流体用ポンプ制御装置
EP2096289A1 (fr) 2008-02-29 2009-09-02 Magneti Marelli Powertrain S.p.A. Procédé de contrôle d'un système d'alimentation en carburant par injection électronique
JP2010223098A (ja) * 2009-03-24 2010-10-07 Hitachi Automotive Systems Ltd 燃料ポンプの制御装置
DE102010004658A1 (de) * 2009-11-25 2011-05-26 Continental Automotive Gmbh Verfahren zum Betreiben einer Kraftstoffpumpe in einem Kraftfahrzeug und Kraftstoffpumpe
DE102010026953B4 (de) 2010-07-12 2015-02-26 Continental Automotive Gmbh Gehäuse einer elektronischen Schaltung für eine Kraftstoffpumpe
DE102011106824A1 (de) * 2011-07-06 2013-01-10 Volkswagen Aktiengesellschaft Verfahren zum Betrieb einer elektronisch kommutierten Kraftstoffpumpe
JP5475079B2 (ja) * 2012-09-13 2014-04-16 日立オートモティブシステムズ株式会社 内燃機関の燃料ポンプ駆動制御装置
DE102013220607B4 (de) * 2013-10-11 2017-01-05 Continental Automotive Gmbh Vorrichtung und Verfahren zur Reduzierung von Varianten bei Kraftstoffpumpen-Elektroniken
DE102013220697B4 (de) * 2013-10-14 2018-05-30 Continental Automotive Gmbh Kraftstoffpumpe eines Kraftfahrzeuges und Verfahren zum Betrieb einer Kraftstoffpumpe
WO2015055666A1 (fr) * 2013-10-15 2015-04-23 Continental Automotive Gmbh Procédé de commande d'un moteur électrique d'une pompe de véhicule
US20150176551A1 (en) * 2013-12-20 2015-06-25 Michael R. Teets Integrated pwm fuel pump driver module
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US10450994B2 (en) * 2014-11-24 2019-10-22 Ford Global Technologies, Llc Method and system for fuel system control
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DE102015201315B3 (de) * 2014-12-03 2016-02-04 Continental Automotive Gmbh Leistungssteuerungsvorrichtung für einen Verbraucher in einem Fahrzeug
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DE102016219685A1 (de) * 2016-10-11 2018-04-12 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Rückförderpumpe
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Also Published As

Publication number Publication date
US7886720B2 (en) 2011-02-15
CN101278115B (zh) 2012-07-04
JP2009508052A (ja) 2009-02-26
JP5193043B2 (ja) 2013-05-08
US20080245343A1 (en) 2008-10-09
CN101278115A (zh) 2008-10-01
EP1924764A1 (fr) 2008-05-28
WO2007031463A1 (fr) 2007-03-22
DE102005043817A1 (de) 2007-03-22

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