EP2587034A1 - Procédé et dispositif de commande d'un système d'alimentation de carburant - Google Patents

Procédé et dispositif de commande d'un système d'alimentation de carburant Download PDF

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Publication number
EP2587034A1
EP2587034A1 EP11186819.6A EP11186819A EP2587034A1 EP 2587034 A1 EP2587034 A1 EP 2587034A1 EP 11186819 A EP11186819 A EP 11186819A EP 2587034 A1 EP2587034 A1 EP 2587034A1
Authority
EP
European Patent Office
Prior art keywords
fuel
actuator voltage
pressure
actuator
given
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Withdrawn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
EP11186819.6A
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German (de)
English (en)
Inventor
Mauro Grandi
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.)
Vitesco Technologies GmbH
Original Assignee
Continental Automotive GmbH
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 filed Critical Continental Automotive GmbH
Priority to EP11186819.6A priority Critical patent/EP2587034A1/fr
Publication of EP2587034A1 publication Critical patent/EP2587034A1/fr
Withdrawn legal-status Critical Current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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • 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
    • F02D41/20—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
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
    • 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
    • F02D2200/0604—Estimation of fuel pressure

Definitions

  • the invention relates to a method and an apparatus for operating a fuel supply system for an internal combustion engine.
  • today's fuel supply systems for instance gasoline direct injection systems, comprise a fuel pressure sensor arranged in a manifold of the internal combustion engine.
  • the fuel pressure measurement values are used by an electronic control unit (ECU) to control in a closed loop mode the fuel pressure by means of limiting the amount of fuel introduced into the high-pressure pump during a filling phase of the high-pressure pump.
  • ECU electronice control unit
  • the captured fuel pressure is also used for an On-Board-Diagnostic system (OBD system).
  • OBD systems give a vehicle user or a repair technician access to state of health information for various vehicle sub-systems.
  • the object of the invention is to provide a method and an apparatus for operating a fuel supply system for an internal combustion engine which contributes to a reliable operation of the fuel supply system and a simpler manufacturing of the fuel supply system.
  • the invention is distinguished by a method and a corresponding apparatus to operate a fuel supply system for an internal combustion engine.
  • the fuel supply system comprises at least one injection valve comprising a solenoid actuator.
  • the fuel supply system comprises a high-pressure pump delivering fuel with a given pressure in a fuel line or a manifold, the fuel line or the manifold respectively being hydraulically coupled with an outlet of the high-pressure pump and an inlet of the injection valve.
  • the method comprises the following steps: The solenoid actuator is activated according to a predetermined activation signal with a given activation period for effecting a fluid flow out of an injection nozzle of the injection valve.
  • An actuator voltage is captured at least in a closing phase which starts after the activation period, wherein the actuator voltage represents a voltage induced in the solenoid actuator. It is detected if the fuel pressure of the fuel delivered by the high-pressure pump is within a given range depending on the captured actuator voltage and a first signal is generated depending on the detection result. Additionally or alternatively the fuel pressure of the fuel delivered by the high-pressure pump is determined depending on the captured actuator voltage and a second signal is generated depending on the determined fuel pressure.
  • the fuel pressure in the fuel line respectively in the manifold can be easily determined and/or supervised.
  • the fuel pressure in the fuel line respectively in the manifold can be easily determined and/or supervised by means already available in the fuel supply system.
  • An additional pressure sensor capturing the fuel pressure of the fuel delivered by the high-pressure pump is not necessary anymore.
  • the omission of the pressure sensor has the advantage of reducing costs, cabling efforts and the number of potential erroneous components. In this way, it is also possible to check if each individual injection valve operates with a correct fuel pressure.
  • the injection valve as single element and as a part of a larger population may have a rather predictable, stable and reliable behaviour during an opening and/or closing event.
  • the injection valve may comprise a valve needle preventing a fluid flow out of the injection nozzle in a closing position and enabling the fluid flow of the injection nozzle apart from the closing position. Detecting if the fuel pressure of the fuel delivered by the high-pressure pump is within a given range, or determining the fuel pressure of the fuel delivered by the high-pressure pump, is performed depending on the captured actuator voltage which may be captured during the closing phase but temporally before the valve needle reaches its closing position.
  • the actuator comprises, for example, an armature, which is for instance mechanically coupled with the valve needle, and a coil.
  • a core may be assigned to the actuator.
  • the coil and the core form an electromagnet.
  • the actuator and other elements of the injection valve guiding and/or amplifying a magnetic field induced by the coil form an electro-magnetic circuit.
  • An electrical behaviour of this electro-magnetic circuit can be characterized by the actuator voltage.
  • the magnetic field induced by the coil is controlled by the activation signal.
  • the armature is directly controlled by the activation signal during the activation period. After the activation period, when the activation signal has returned to zero or another off state this force coupling is interrupted and there is the closing phase. There is still some energy stored in the electro-magnetic circuit.
  • the electro-magnetic circuit is discharged and the actuator voltage returns to zero.
  • the invention is based on the finding that during the closing phase the movement of the armature and therefore the actuator voltage depends on the fuel pressure in the injection valve during this closing phase. Also an injector current depends on the fuel pressure in the injection valve during this closing phase. This injector current may be also used to determine and/or supervise the fuel pressure in the injection valve.
  • the high-pressure pump is designed to deliver, under error-free operation conditions, fuel with a constant or mainly constant pressure value. In this case no control of the fuel pressure is necessary. It may be sufficient to supervise the fuel pressure.
  • the actuator voltage is captured at a given first time during the closing phase and it is detected if the fuel pressure is within a given range depending on a comparison of the value of the captured actuator voltage with a given maximum value and/or minimum value.
  • the fuel pressure in the fuel line, respectively in the manifold can be easily supervised.
  • the given first time is temporally before the valve needle reaches its closing position.
  • the actuator voltage is also influenced by the fuel pressure.
  • the actuator voltage in this further time section is related to the solenoid magnetic properties of the actuator and the actuator voltage is only slightly sensitive to a lifetime degradation of the actuator.
  • the actuator voltage reaches a given reference value and a detection time is captured when the actuator voltage reaches the reference value. It is detected if the fuel pressure is within a given range depending on a comparison of the detection time with a given maximum reference time and/or minimum reference time.
  • the fuel pressure in the fuel line, respectively in the manifold can easily be supervised.
  • the given reference value is chosen so that the actuator voltage reaches the reference value temporally before the valve needle reaches its closing position.
  • an actuator voltage characteristic is captured at least for a given first period of time during the closing phase and it is detected if the fuel pressure is within a given range depending on the captured actuator voltage characteristic and a given actuator voltage characteristic diagram. Additionally or alternatively the fuel pressure is determined depending on the captured actuator voltage characteristic and the given actuator voltage characteristic diagram.
  • the fuel pressure in the fuel line, respectively in the manifold can easily be determined and/or supervised. Detecting if the fuel pressure of the fuel delivered by the high-pressure pump is within a given range and/or determining the fuel pressure of the fuel delivered by the high-pressure pump may be performed depending on a section of the captured actuator voltage characteristic and the given actuator voltage characteristic diagram which represent the captured, respectively the given, actuator voltage during the closing phase but temporally before the valve needle reaches its closing position. Detecting if the fuel pressure of the fuel is within a given range and/or determining the fuel pressure may be performed depending on a comparison of the actuator voltage characteristic and the given actuator voltage characteristic diagram. For the comparison a correlation function may be used.
  • the captured actuator voltage characteristic may be noisy because of a system noise and/or noise from external sources.
  • it may be advantageous to filter the actuator voltage characteristic by a smoothing filter to sub-press high frequency signal parts, which may be mainly caused by the noise.
  • the injection valve comprises a valve needle preventing a fluid flow out of the injection nozzle in a closing position and enabling the fluid flow of the injection nozzle apart from the closing position.
  • the actuator voltage characteristic is captured at least over a period of time during which the valve needle could reach the closing position.
  • a closing time representing a time when the valve needle reaches the closing position is determined depending on the actuator voltage characteristic. It is detected if the fuel pressure is within the given range depending on the determined closing time. Alternatively or additionally the fuel pressure is determined depending on the determined closing time. In this way, advantageously, the fuel pressure of the high-pressure pump can be easily determined and/or supervised without additional effort. For a precise dosing of the fluid it is advantageous to know the closing time. Thus, the closing time is determined anyway by the system and is therefore available without additional measurement or calculation effort for determining and/or supervising the fuel pressure.
  • FIG. 1 shows a schematic diagram of a fuel supply system 10 of an internal combustion engine.
  • the internal combustion engine serves, for example, to drive a motor vehicle.
  • the fuel supply system 10 comprises a fuel tank 12, a first pump 14, a fuel dosing unit 16, a high-pressure pump 20, a manifold 24, at least one injection valve 26 and at least one combustion chamber 28 associated to the at least one injection valve 26.
  • the first pump 14 delivers from the fuel tank 12 fuel to an inlet of the fuel dosing unit 16.
  • the fuel dosing unit 16 comprises an outlet which leads the fuel to the high-pressure pump 20.
  • the fuel supply system 10 comprises a fuel supply line with different sections.
  • a first fuel supply line section 22' hydraulically couples the fuel tank 12 and the first pump 14, a second fuel supply line section 22" hydraulically couples the first pump 14 with the fuel dosing unit 16 and a third fuel supply line section 22''' hydraulically couples the fuel dosing unit 16 with the high-pressure pump 20.
  • the high-pressure pump 20 preferably has a delivery chamber with a jack valve disposed on its inlet side, compresses the fuel to a very high pressure and delivers it into the manifold 24, wherein the fuel is stored under high pressure.
  • the high-pressure pump 20 may be designed to deliver fuel under error-free operation conditions with a constant or mainly constant pressure value.
  • the at least one injection valve 26 is attached to that manifold 24, which directly injects fuel into the associated combustion chambers 28 of the internal combustion engine.
  • the at least one injection valve 26 comprises a solenoid actuator. Furthermore the injection valve 26 may comprise a valve needle preventing a fluid flow out of the injection nozzle in a closing position and enabling the fluid flow of the injection nozzle apart from the closing position.
  • control unit 40 is shown. This control unit 40 may also be called apparatus to operate the fuel system.
  • the control unit 40 may comprise a processor unit and a memory unit.
  • the control unit 40 is designed to activate the solenoid actuator according to a predetermined activation signal with a given activation period Ti for effecting a fluid flow out of the injection nozzle of the injection valve 26.
  • the control unit 40 is designed to capture an actuator voltage U_C at least in a closing phase T phase which starts after the activation period Ti, wherein the actuator voltage U_C represents a voltage induced in the solenoid actuator.
  • the control unit 40 is designed to detect if the fuel pressure of the fuel delivered by the high-pressure pump 20 is within a given range depending on the captured actuator voltage U_C and to generate a first signal depending on the detection result and/or to determine the fuel pressure of the fuel delivered by the high-pressure pump 20 depending on the captured actuator voltage U_C and to generate a second signal depending on the determined fuel pressure.
  • the first signal may be send to an On-Board-Diagnostic (OBD) system.
  • OBD On-Board-Diagnostic
  • the second signal may be used, if necessary, to control in a closed loop mode the fuel pressure by means of limiting the amount of fuel introduced into the high-pressure pump 20 during a filling phase of the high-pressure pump 20.
  • Figure 2 shows a diagram of an actuator voltage characteristic Uc during an activation period Ti and a closing phase T_phase.
  • the actuator is activated according to a predetermined activation signal with the given activation period Ti for effecting a fluid flow out of the injection nozzle of the injection valve 26.
  • the actuator for instance, comprises actuator control pins.
  • the activation signal may be applied to these control pins.
  • the actuator voltage U_C can, e. g., be measured on these control pins by sampling the actuator voltage U_C with given sampling instances.
  • the actuator comprises, for example, an armature, a coil and a core.
  • the coil and the core form an electromagnet.
  • the actuator and the other elements guiding and/or amplifying a magnetic field induced by the coil form an electro-magnetic circuit.
  • An electrical behaviour of this electro-magnetic circuit can be characterized by the actuator voltage U_C.
  • the actuator voltage U_C During the closing phase T phase the electro-magnetic circuit is discharged and the actuator voltage U_C returns to zero.
  • the armature may has a different dynamic behaviour and so a different impact on the actuator voltage U_C.
  • Figure 3 shows a first actuator voltage characteristic Uc diagram.
  • the diagram comprises different actuator voltage traces, which have been captured for different fuel pressure values of the high-pressure pump 20.
  • the diagram of Figure 3 shows a time section of the closing phase T phase during which the valve needle could reach the closing position.
  • the valve needle of the injection valve 26 reaching the closing position for instance by contacting a seat, causes a change in the dynamic behaviour of the armature. This change can be detected depending on the captured actuator voltage characteristic Uc.
  • the actuator voltage characteristic Uc is captured at least over a period of time during which the valve needle could reach the closing position.
  • the actuator voltage U_C may be captured during the activation period Ti and the closing phase T_phase.
  • actuator voltage U_C may be captured only during the closing phase T_phase.
  • a variation of the armature dynamic which happens in a moment the valve needle reaches the closing position, can be detected depending on a the actuator voltage U_C.
  • a minimum of a first temporal derivative of the actuator voltage characteristic Uc characterizes the time the valve needle reaches the closing position.
  • the closing time t_close may be determined in correlation with the minimum of the first temporal derivate of the actuator voltage characteristic Uc.
  • the closing time t close depends on the fuel pressure. If the fuel pressure is within the given range it may be detected depending on the determined closing time t_close, e. g. by comparing the determined closing time t_close with a given maximum and/or given minimum closing time.
  • the fuel pressure may be determined depending on the determined closing time t_close and given reference closing times for different fuel pressures.
  • the reference closing times may be determined during manufacturing and may be stored in the memory of the control unit 40.
  • Figure 4 shows a second actuator voltage characteristic Uc diagram.
  • the diagram comprises different actuator voltage traces, which have been captured for different fuel pressure values of the high-pressure pump 20.
  • the diagram of Figure 4 shows a further time section of the closing phase T phase, which comprises mainly a pre-closing phase, a period of time which starts with the closing phase T phase but ends temporally before the valve needle reaches the closing position.
  • the actuator voltage U_C during that pre-closing phase is also influenced by the fuel pressure.
  • the closing time t_close of the actuator may drift over time because of a lifetime degradation of the actuator.
  • the actuator voltage U_C is mainly influenced by parameters like the activation signal and/or the electro-magnetic circuit characteristics of the actuator. These parameters are more stable during lifetime of the injection valve 26.
  • evaluating the actuator voltage U_C during the pre-closing phase may provide more reliable results than the evaluation of the closing time t_close.
  • the closing time t_close can not be determined depending on the actuator voltage characteristic Uc because the electro-magnetic circuit of the actuator does not provide such a closing signal.
  • the actuator voltage U_C may be detected if the actuator voltage U_C reaches a given reference value U_ref and a detection time is captured when the actuator voltage U_C reaches the reference value U_ref. It may be detected if the fuel pressure is within a given range depending on a comparison of the detection time with a given maximum reference time t_max and/or minimum reference time t_min.
  • the given reference value U ref is chosen so that the actuator voltage U_C reaches the reference value U_ref temporally before the valve needle reaches its closing position.
  • Figure 5 shows a third actuator voltage characteristic Uc diagram.
  • the diagram comprises different actuator voltage traces, which have been captured for different fuel pressure values of the high-pressure pump 20.
  • the diagram of Figure 5 shows the further time section of the closing phase T_phase, which comprises mainly the pre-closing phase.
  • the actuator voltage U C may be captured at a given first time t1 during the closing phase T_phase and it may be detected if the fuel pressure is within a given range depending on a comparison of the value of the captured actuator voltage U_C with a given maximum value U_max and/or minimum value U_min.
  • the actuator voltage characteristic Uc is captured, at least for a given first period of time, during the closing phase T_phase and it is detected if the fuel pressure is within a given range depending on the captured actuator voltage characteristic Uc and the given actuator voltage characteristic diagram. Additionally or alternatively the fuel pressure is determined depending on the captured actuator voltage characteristic Uc and the given actuator voltage characteristic diagram. Detecting if the fuel pressure of the fuel is within a given range and/or determining the fuel pressure may be performed depending on a comparison of actuator voltage characteristic Uc and the given actuator voltage characteristic diagram.
  • the given actuator voltage characteristic diagram with different actuator voltage traces may be determined during manufacturing and may be stored in the memory unit of the control unit 40.
  • the actuator voltage U_C is mainly influenced by parameters like the activation signal and/or the electro-magnetic circuit characteristics of the actuator and may depend only slightly on lifetime degeneration.

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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)
  • Fuel-Injection Apparatus (AREA)
EP11186819.6A 2011-10-27 2011-10-27 Procédé et dispositif de commande d'un système d'alimentation de carburant Withdrawn EP2587034A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP11186819.6A EP2587034A1 (fr) 2011-10-27 2011-10-27 Procédé et dispositif de commande d'un système d'alimentation de carburant

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11186819.6A EP2587034A1 (fr) 2011-10-27 2011-10-27 Procédé et dispositif de commande d'un système d'alimentation de carburant

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EP2587034A1 true EP2587034A1 (fr) 2013-05-01

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EP11186819.6A Withdrawn EP2587034A1 (fr) 2011-10-27 2011-10-27 Procédé et dispositif de commande d'un système d'alimentation de carburant

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106246382A (zh) * 2015-06-08 2016-12-21 福特环球技术公司 用于燃料系统控制的方法和系统
US10072596B2 (en) 2013-11-15 2018-09-11 Sentec Ltd Control unit for a fuel injector

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006035225A1 (de) * 2005-07-26 2007-02-01 Eto Magnetic Kg Elektromagnetische Stellvorrichtung
EP2014900A1 (fr) * 2007-07-12 2009-01-14 Robert Bosch GmbH Procédé destiné au fonctionnement d'un système d'injection de carburant, en particulier d'un moteur à combustion interne
DE102008040244A1 (de) * 2008-07-08 2010-01-14 Robert Bosch Gmbh Verfahren zum Betreiben eines Kraftstoffeinspritzventils und Steuergerät hierfür
DE102009043124A1 (de) * 2009-09-25 2011-03-31 Continental Automotive Gmbh Verfahren und Vorrichtung zum Ermitteln eines an einem Direkteinspritzventil anliegenden Kraftstoffdruckes

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006035225A1 (de) * 2005-07-26 2007-02-01 Eto Magnetic Kg Elektromagnetische Stellvorrichtung
EP2014900A1 (fr) * 2007-07-12 2009-01-14 Robert Bosch GmbH Procédé destiné au fonctionnement d'un système d'injection de carburant, en particulier d'un moteur à combustion interne
DE102008040244A1 (de) * 2008-07-08 2010-01-14 Robert Bosch Gmbh Verfahren zum Betreiben eines Kraftstoffeinspritzventils und Steuergerät hierfür
DE102009043124A1 (de) * 2009-09-25 2011-03-31 Continental Automotive Gmbh Verfahren und Vorrichtung zum Ermitteln eines an einem Direkteinspritzventil anliegenden Kraftstoffdruckes

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10072596B2 (en) 2013-11-15 2018-09-11 Sentec Ltd Control unit for a fuel injector
CN106246382A (zh) * 2015-06-08 2016-12-21 福特环球技术公司 用于燃料系统控制的方法和系统
CN106246382B (zh) * 2015-06-08 2021-02-09 福特环球技术公司 用于燃料系统控制的方法和系统

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