EP2333283A1 - Procédé et dispositif de contrôle de la pression dans un accumulateur à pression - Google Patents

Procédé et dispositif de contrôle de la pression dans un accumulateur à pression Download PDF

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Publication number
EP2333283A1
EP2333283A1 EP09252726A EP09252726A EP2333283A1 EP 2333283 A1 EP2333283 A1 EP 2333283A1 EP 09252726 A EP09252726 A EP 09252726A EP 09252726 A EP09252726 A EP 09252726A EP 2333283 A1 EP2333283 A1 EP 2333283A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
accumulator
injectors
valve
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.)
Withdrawn
Application number
EP09252726A
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German (de)
English (en)
Inventor
Michael David Smith
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.)
Perkins Engines Co Ltd
Original Assignee
Perkins Engines Co Ltd
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 Perkins Engines Co Ltd filed Critical Perkins Engines Co Ltd
Priority to EP09252726A priority Critical patent/EP2333283A1/fr
Publication of EP2333283A1 publication Critical patent/EP2333283A1/fr
Withdrawn legal-status Critical Current

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    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel 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
    • F02D2200/0602—Fuel pressure
    • 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
    • F02D2250/31—Control of the fuel pressure

Definitions

  • This disclosure relates to a method and system for controlling pressure in a pressure accumulator, such as a common rail, of a fuel injection system in the event of valve failure during cranking.
  • Many fuel injection systems for internal combustion engines include a pressure accumulator, such as a common rail, and a high pressure fuel pump for supplying fuel at high pressure to the pressure accumulator.
  • a number of injection nozzles are supplied with high pressure fuel by the pressure accumulator.
  • a corresponding number of fuel supply lines branch off from the pressure accumulator and lead to respective injection nozzles.
  • Common rail technology is increasingly being used in heavy duty engines such as those used to drive construction machinery, large ships or vessels and the like.
  • the fuel within the common rail e.g. diesel or heavy fuel oil
  • the pressure within the common rail may possibly exceed a predetermined level that may cause damage or perhaps even destruction of the common rail, as well as possibly equipment operating in communication with the common rail.
  • EP-A-2110543 discloses a safety valve attached to a common rail which provides a drain path for pressurised fluid if the pressure exceeds a predetermined level.
  • EP-A-1024274 describes fuel pressure control apparatus which is designed to use the limited period during which normal fuel injection is not carried out to control the fuel pressure.
  • the system has "normal" injection periods for injecting fuel accumulated in the accumulator line to the combustion chamber as “invalid" injection periods between the normal injection periods for releasing fuel pressure accumulated in the accumulator line.
  • the initial injection periods are such that injectors are opened for such as short time line that the fuel is not injected into the combustion chamber, but spills out at a low pressure side of the fuel system. This is known as “dry firing" the injectors and the apparatus includes means for adjusting timings for driving the fuel injection valve to effect dry firing when an injection of fuel through the injector is not normally required.
  • US-6273067 describes a system of controlling the pressure in a common rail system which also uses dry firing of the injectors.
  • the fuel pressure within the common rail is monitored and, in the event that the measured common rail fuel pressure exceeds a predetermined threshold, the pressure is relieved by actuating the control valve of at least one of the injectors to allow fuel to flow from the common rail, through the control chamber of the injector to the fuel reservoir.
  • the control valves are arranged so as to control the fuel pressure within the control chambers of the injectors in such a manner as to ensure that injection of fuel through those injectors into the combustion chamber does not commence.
  • the disclosure provides a method of controlling pressure in a pressure accumulator of a fuel injection system comprising a plurality of activatable fuel injectors for injecting high pressure fuel from the accumulator into a plurality of combustion chambers, a high pressure pump for delivering fuel at high pressure to the accumulator and a valve for controlling the flow of fuel to the high pressure pump, the method comprising the steps of:-
  • the disclosure also provides a system for controlling pressure in a pressure accumulator of a fuel injection system comprising a plurality of activatable fuel injectors for injecting high pressure fuel from the pressure accumulator into a plurality of combustion chambers, a high pressure pump for delivering fuel at high pressure to the accumulator and a valve for controlling the flow of fuel into the high pressure pump, comprising:-
  • a fuel system 10 for an internal combustion engine utilising a pressure accumulator in the form of a common rail 11 is shown.
  • a system 10 may comprise a reservoir 12 containing fuel at ambient (low) pressure and a low pressure pump 13 which draws the low-pressure fuel from the reservoir 12 through a first fuel supply line 14 and feeds it to a high pressure pump 15.
  • the high pressure pump 15 pressurises the fuel to the desired fuel injection pressure level and delivers it to the common rail 11 via a second fuel supply line 23.
  • the pressure in the common rail 11 may partly be controlled by a pressure relief valve 16, which diverts fuel to a fuel return line 17 if the pressure in rail 11 is above a desired pressure during operation of the engine.
  • the fuel return line 17 returns fuel to the low pressure reservoir 12.
  • a plurality of fuel injectors 18 draw high pressure fuel from the common rail 11 and inject it into the combustion cylinders (not shown) of the engine.
  • the injectors 18 typically include a needle valve and a solenoid which moves the needle valve to open or close spray holes. The opening of the spray holes to inject a required quantity of fuel into the engine at a required time is achieved by energizing the solenoid coil. Fuel not injected by injectors 18 is diverted to the fuel return line 17.
  • a controller usually in the form of an electronic control module (ECM) 19, provides general control for the fuel system 10.
  • the ECM 19 is connected to receive various input signals, such as fuel pressure and temperature from sensors 20,21 connected to the common rail 11, and the rotational speed of the engine etc. to determine operational conditions.
  • One of the functions nf the ECM 19 is to calculate the correct fuel injection timing during normal running of the engine and send out control signals to, inter alia, activate and deactivate the fuel injectors 18.
  • the high pressure pump 15 incorporates a suction control valve 22, preferably in the form of an electrically operated solenoid valve.
  • the suction control valve 16 is responsive to a control signal from the ECM 19, to which it is connected, to regulate the amount of fuel to be sucked into the high pressure pump 15.
  • the suction control valve 22 is of the normally open type, such that when the solenoid is de-energised, the fuel supply line 14 is opened fully. Energisation of the solenoid causes the suction control valve 22 to close.
  • the suction control valve 22 is a solenoid valve
  • a fault in the electrical supply thereto will result in the valve 22 failing in the open position.
  • the high pressure pump 15 will continue to pump at the maximum flow rate and the pressure in the common rail 11 will continue to rise.
  • the high pressure pump 15 is capable of generating very high pressures, for example well above 50MPa, which can cause the pump 15 and/or the common rail 11 to fail at low engine speeds. At higher speeds these pressures are unlikely to cause the same sort of damage because there is sufficient lubrication from the fuel, whereas at lower speeds the lubrication film has a lower load capability.
  • the ECM 19 is therefore configured to detect a fault with the suction control valve 22 which results in it failing in the open position.
  • the ECM 19 When the engine is switched on, the ECM 19 commences a "pressure minimisation decision cycle" which checks to determine whether the pressure relief is required during cranking. This is illustrated in the flow chart of Figure 2 .
  • the ECM 19 activates one or more of the fuel injectors 18 such that they dry fire continuously (as described in more detail below) to relieve the fuel pressure in the common rail 11.
  • the ECM 19 is programmed with the cranking speed threshold speed for the engine in question; the cranking speed threshold is the maximum speed that it would be expected that the engine would be cranked at. Above this speed it would normally be assumed that combustion is taking place in the cylinders. A typical speed would be 300rpm. This speed threshold would be considered generic and would apply to virtually any engines used in off highway application although it may vary for engines used in other applications.
  • the ECM 19 deactivates the dry firing of the fuel injectors 18. This can happen if the engine is switched off and the speed drops to 0rpm, which will cause the high pressure pump 15 to deactivate, or if the engine speed is increased past the cranking threshold. At this point the pressure minimisation decision cycle of the ECM 19 is ended.
  • the ECM 19 can be set to activate the dry firing of the fuel injectors 18 if the aforementioned conditions are met and the measured rail (accumulator) pressure lies between a minimum rail pressure limit and a maximum rail pressure limit.
  • the ECM 19 computes the fuel rail pressure (FRP) map taking account of engine speed, and is calibrated with a maximum fuel rail pressure before there is a risk of mechanical damage to the high pressure pump for a given engine speed. If the measured rail pressure goes above this maximum fuel rail pressure, then it is assumed that the pressure reduction strategy is not working and it would probably cause less risk of damage to stop the pressure reduction strategy and allow the engine to start and open the pressure relief valve.
  • FRP fuel rail pressure
  • the pressure relief system may also be set to be switched off as it is considered that there is no risk of damage.
  • the ECM 19 may also be configured to detect a fault with the fuel pressure sensor 20, which would mean that the rail pressure cannot be monitored. If such a fault is detected and the ECM 19 detects valve failure during cranking, the ECM 19 activates the continuous dry firing of the fuel injectors 18.
  • the needle valves are opened for such a short time so that the fuel is not injected into the engine combustion chamber, but spills out at a low pressure side of the fuel system.
  • the ECM 19 instructs a pattern of alternate sets of injectors 18, e.g. three injectors out of the six injectors on a six cylinder engine, to be dry fired so that the injectors 18 in each set are activated simultaneously for a first preset "on duration" time period (T1) and deactivated for a second preset "dwell” time period (T2). This pattern cycles continuously, with the first set on and the second set off and vice versa, whilst the dry firing program is activated.
  • the range for the on duration is defined by the injector hardware design, but would typically this would be about 200usec.
  • the dwell time is also defined by the injector hardware design and would have more variation than the on time. Typically the minimum dwell time would be in the range 200usec to 1000usec. This time could be set to be longer than 1000usec if sufficient leakage can be achieved at a lower frequency of injection pulses.
  • the pattern need not be of alternating sets of injectors 18, but could range from firing all injectors 18 simultaneously, to firing each injector 18 in turn or repeated firing one or a limited number of injectors 18.
  • the limitation on this is the way the injector drivers within the ECM 19 have been designed.
  • the first preset time period (T1) is based on the "dry fire injection duration map" which is an input of rail pressure and an output of the injection duration. This map is calibrated so that the injection duration is the maximum duration at the given pressure without delivery of any fuel to the cylinder.
  • the second preset time period (T2) is the output from the "dry fire dwell map” which has an input of engine speed. This map is calibrated to define the frequency of the injection pulses which in turn defines the leakage flow rate that is required for the engine. In an engine used in an off road application, this could be calibrated to be as high as, approximately, 200mm 3 per pump revolution.
  • T1 and T2 were calculated so as to provide 12 injection events per revolution of the high pressure pump 15, with T1 set at 200 microseconds and T2 at 1000 microseconds. With the engine speed set at 200rpm and the rail pressure at 50MPa this gave a sufficient leakage flow rate.

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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)
EP09252726A 2009-12-04 2009-12-04 Procédé et dispositif de contrôle de la pression dans un accumulateur à pression Withdrawn EP2333283A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09252726A EP2333283A1 (fr) 2009-12-04 2009-12-04 Procédé et dispositif de contrôle de la pression dans un accumulateur à pression

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09252726A EP2333283A1 (fr) 2009-12-04 2009-12-04 Procédé et dispositif de contrôle de la pression dans un accumulateur à pression

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EP2333283A1 true EP2333283A1 (fr) 2011-06-15

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EP09252726A Withdrawn EP2333283A1 (fr) 2009-12-04 2009-12-04 Procédé et dispositif de contrôle de la pression dans un accumulateur à pression

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112282955A (zh) * 2020-09-28 2021-01-29 潍柴动力股份有限公司 提高发动机高原供油能力的方法、装置及系统

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0896145A2 (fr) * 1997-08-04 1999-02-10 Toyota Jidosha Kabushiki Kaisha Dispositif de commande d'injection de combustible pour moteur à combustion interne à accumulateur
GB2332241A (en) * 1997-12-11 1999-06-16 Denso Corp Accumulator (common rail) fuel injection system for vehicle diesel engines
EP1024274A2 (fr) 1999-01-28 2000-08-02 Denso Corporation Dispositif d'injection de combustible à accumulateur et méthode de commande de pression associé
DE19951132A1 (de) * 1999-10-23 2001-05-10 Bosch Gmbh Robert Verfahren zum Ablassen des Kraftstoffdrucks in einem rücklauffreien Kraftstoffversorgungssystem
US6273067B1 (en) 1999-01-05 2001-08-14 Delphi Technologies Incorporated Control method
DE102005012998B3 (de) * 2005-03-21 2006-09-21 Siemens Ag Druckabbauverfahren für eine Einspritzanlage und entsprechende Einspritzanlage
DE102005012997A1 (de) * 2005-03-21 2006-09-28 Siemens Ag Druckabbauverfahren für eine Einspritzanlage und entsprechende Einspritzanlagen
EP2110543A1 (fr) 2008-04-18 2009-10-21 Caterpillar Motoren GmbH & Co. KG Valve de sécurité

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0896145A2 (fr) * 1997-08-04 1999-02-10 Toyota Jidosha Kabushiki Kaisha Dispositif de commande d'injection de combustible pour moteur à combustion interne à accumulateur
GB2332241A (en) * 1997-12-11 1999-06-16 Denso Corp Accumulator (common rail) fuel injection system for vehicle diesel engines
US6273067B1 (en) 1999-01-05 2001-08-14 Delphi Technologies Incorporated Control method
EP1024274A2 (fr) 1999-01-28 2000-08-02 Denso Corporation Dispositif d'injection de combustible à accumulateur et méthode de commande de pression associé
DE19951132A1 (de) * 1999-10-23 2001-05-10 Bosch Gmbh Robert Verfahren zum Ablassen des Kraftstoffdrucks in einem rücklauffreien Kraftstoffversorgungssystem
DE102005012998B3 (de) * 2005-03-21 2006-09-21 Siemens Ag Druckabbauverfahren für eine Einspritzanlage und entsprechende Einspritzanlage
DE102005012997A1 (de) * 2005-03-21 2006-09-28 Siemens Ag Druckabbauverfahren für eine Einspritzanlage und entsprechende Einspritzanlagen
EP2110543A1 (fr) 2008-04-18 2009-10-21 Caterpillar Motoren GmbH & Co. KG Valve de sécurité

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112282955A (zh) * 2020-09-28 2021-01-29 潍柴动力股份有限公司 提高发动机高原供油能力的方法、装置及系统

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