EP2724011B1 - Procédé et appareil pour contrôler d'une pompe d'alimentation à carburant dans un moeur à combustion interne - Google Patents

Procédé et appareil pour contrôler d'une pompe d'alimentation à carburant dans un moeur à combustion interne Download PDF

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Publication number
EP2724011B1
EP2724011B1 EP12718201.2A EP12718201A EP2724011B1 EP 2724011 B1 EP2724011 B1 EP 2724011B1 EP 12718201 A EP12718201 A EP 12718201A EP 2724011 B1 EP2724011 B1 EP 2724011B1
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EP
European Patent Office
Prior art keywords
current
combustion engine
internal combustion
during
attraction
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EP12718201.2A
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German (de)
English (en)
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EP2724011A1 (fr
Inventor
Uwe Richter
Burkhard Hiller
Joerg Kuempel
Rainer Winkler
Heiko Roth
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a method according to the preamble of claim 1, as well as an internal combustion engine which is designed to carry out the method and a computer program comprising commands which, when they run in the control and / or regulating device of the device, cause the device carries out the procedural steps.
  • Quantity control valves for example in a fuel delivery device of an internal combustion engine, are known from the market. Quantity control valves are generally operated electromagnetically and are often an integral part of a high-pressure pump of the fuel delivery device.
  • the quantity control valve controls the amount of fuel pumped to a high pressure accumulator ("rail"), from where fuel is directed to the injection valves of the internal combustion engine.
  • An armature coupled to a valve body of the quantity control valve can be moved by magnetic force.
  • the valve body - usually an inlet valve of the high-pressure pump - can strike against a valve seat or be lifted off the valve seat. As a result, an amount of fuel in the internal combustion engine can be regulated.
  • a patent publication in this field is, for example EP 1 042 607 B1 .
  • a quantity control valve which is designed as a proportional valve.
  • a valve closure can be moved over a whole range of closure positions, which is dependent on a current signal.
  • the method according to the invention has the advantage that a quantity control valve (metering device) of a fuel delivery device - especially during an internal combustion engine is operated at medium or low speeds - can be controlled with comparatively little electrical energy.
  • the operating noise of the quantity control valve can be reduced and the fatigue strength increased.
  • the invention relates to a method for operating a fuel delivery device of an internal combustion engine, in which an electromagnetic actuating device of a quantity control valve arranged in an inlet to a delivery chamber of the fuel delivery device is switched to set a delivery rate.
  • the electromagnetic actuation device is supplied with energy by means of the control during each switching process in which an armature is to be moved in the direction of a stroke stop.
  • the quantity control valve is switched twice, three times or even four times during one revolution of a camshaft of the internal combustion engine. For reliable switching of the quantity control valve and for achieving short switching times even at the highest possible speed of the camshaft or the internal combustion engine, comparatively high energies are required.
  • the invention is based on the consideration that at speeds below the maximum speed the requirement for a short switching time is correspondingly less critical.
  • the strength of the energy supplied to the electromagnetic actuating device for switching in particular a current supplied to the electromagnetic actuating device and / or a level of a voltage applied to the electromagnetic actuating device, is made at least temporarily dependent on a speed of the camshaft or the internal combustion engine, namely in that it is less at low speeds than at high speeds.
  • One embodiment of the method provides that the energy depends on the speed of the internal combustion engine only during a tightening phase, during which the armature of the electromagnetic actuating device is moved from a first to a second position.
  • the pick-up phase requires a lot of energy in order to achieve the required short switching time.
  • the dependency of the control according to the invention on the speed of the internal combustion engine during the starting phase is therefore particular efficient.
  • the activation of the electromagnetic actuating device during a holding phase following the tightening phase can take place essentially independently of the speed.
  • the energy is increased with increasing speed, the relationship being monotonic.
  • the energy is controlled in such a way that the quantity control valve can be safely switched within a time interval provided for a respective speed.
  • the time interval is generally greater for lower speeds than for higher speeds, and is dimensioned in each case so that the quantity control valve can work correctly.
  • the time leeway that this allows is used to lengthen the tightening time of the armature at low speeds within the respective time interval. This requires less energy in each case.
  • One embodiment of the method provides that the current and / or the voltage are clocked to control the electromagnetic actuating device.
  • the electromagnetic actuation device is connected to an operating voltage by means of an electronic switch several times during the tightening phase and / or the holding phase of the armature and then switched off again.
  • a pulse duty factor set in this way thus determines the average current during control.
  • the pulse duty factor is set in such a way that the average current depends on the speed of the internal combustion engine in a manner according to the invention.
  • the electronic switch is preferably actuated as a function of a lower and an upper current threshold. When the current flowing through a coil of the electromagnetic actuating device falls below the lower current threshold, the electronic switch is closed and the coil is thus connected to the operating voltage.
  • the current flowing through the coil - and the resulting magnetic force - increases continuously.
  • the electronic switch is opened and thus the coil is switched off from the operating voltage.
  • the current flowing through the coil - and accordingly the magnetic force - is continuously reduced.
  • the current thresholds used for the pull-in phase and the holding phase are each different.
  • the electromagnetic actuating device by means of a “pre-controlled” pulse-width modulated voltage, the determining parameters for each at least one control being set in advance. According to the invention, these parameters are set so that the strength of the energy supplied to the electromagnetic actuating device for switching depends at least temporarily on the speed of the internal combustion engine.
  • control unit of the internal combustion engine.
  • control unit a control and / or regulating device
  • the control device is set up by loading the computer program with the features of the independent computer program claim from a storage medium.
  • the storage medium is understood to mean any device that contains the computer program in stored form.
  • FIG. 1 shows a fuel delivery device 1 of an internal combustion engine in a greatly simplified representation.
  • Fuel is supplied from a fuel tank 3 via a suction line 4, by means of a pre-feed pump 5, via a low-pressure line 7, and via a quantity control valve 10 which can be actuated by an electromagnetic actuating device 9 ("electromagnet") to a high pressure pump 11 (not further explained here).
  • the high-pressure pump 11 is connected to a high-pressure accumulator 13 (“common rail”) via a high-pressure line 12.
  • Other elements, such as valves of the high pressure pump 11, are in the Figure 1 not drawn.
  • the electromagnetic actuating device 9 is activated by a control and / or regulating device 16 on which a computer program 18 can run.
  • the quantity control valve 10 can also be designed as a structural unit with the high-pressure pump 11.
  • the quantity control valve 10 can be a positively openable inlet valve of the high pressure pump 11.
  • the quantity control valve 10 can also have an actuating device other than the electromagnet 9, for example a piezo actuator.
  • the prefeed pump 5 delivers fuel from the fuel tank 3 into the low-pressure line 7.
  • the quantity control valve 10 controls the amount of fuel supplied to a working chamber of the high-pressure pump 11 by moving an armature of the electromagnet 9 from a first to a second position - and vice versa becomes.
  • the quantity control valve 10 can thus be closed and opened.
  • Figure 2 shows a partial sectional view (longitudinal section) of the high pressure pump 11 of the fuel delivery device 1 together with the quantity control valve 10 and the electromagnetic actuation device 9.
  • the arrangement shown comprises a housing 20 in which the electromagnetic actuation device 9 in the upper area in the drawing and the quantity control valve in the middle area 10, and a delivery chamber 22 together with a piston 24 of the high pressure pump 11 are arranged in the lower region.
  • the electromagnetic actuating device 9 is arranged in a valve housing 26 and comprises a coil 28, an armature 30, a pole core 32, an armature spring 34, a resting seat 36 and a stroke stop 38.
  • the resting seat 36 represents the first position of the armature 30, and the stroke stop 38 represents the second position of the armature 30.
  • the armature 30 acts on a valve body 42 by means of a coupling element 40.
  • an associated sealing seat 44 is arranged in the drawing above the valve body 42.
  • the sealing seat 44 is part of a pot-shaped housing element 46 which, among other things, encloses the valve body 42 and a valve spring 48. Sealing seat 44 and valve body 42 form the inlet valve of high pressure pump 11.
  • the armature 30 In the energized state of the electromagnetic actuating device 9, the armature 30 is magnetically attracted by the pole core 32, whereby the coupling element 40 connected to the armature 30 is moved upward in the drawing.
  • the valve body 42 can be pressed against the sealing seat 44 by the force of the valve spring 48, and the inlet valve or the quantity control valve 10 thus close. This can be done, for example, when the piston 24 is in the Delivery chamber 22 performs a working movement (upward in the drawing), with fuel being able to be delivered into the high-pressure line 12 via a non-return valve 60 that is open in the process.
  • the opening or closing of the quantity control valve 10 takes place as a function of several variables: Firstly, as a function of the forces exerted by the armature spring 34 and the valve spring 48. Secondly, depending on the fuel pressure prevailing in the low-pressure line 7 and the delivery chamber 22. Thirdly, it depends on the force of the armature 30, which is essentially determined by a current I currently flowing through the coil 28. In particular, the current I - again also depending on the respective fuel pressures - can influence the time of opening or closing of the valve body 42 and thus significantly control the amount of fuel to be delivered.
  • FIG. 3 shows a timing diagram of a control of the quantity control valve 10.
  • currents I1 (solid) and I2 (dashed), which flow via the coil 28 of the electromagnetic actuator 9, are plotted over a time t.
  • a double arrow 62 indicates the current supply for a tightening phase and a double arrow 64 indicates the current supply for a holding phase of the armature 30 of the electromagnetic actuating device 9.
  • the armature 30 is moved by magnetic force from the resting seat 36 to the stroke stop 38.
  • the armature 30 is held in its position by a — generally lower — magnetic force on the stroke stop 38.
  • the pick-up phase begins at a point in time t0, the current I1 rising comparatively quickly and being clocked around a mean value 66a from a point in time t1a.
  • the energization for the holding phase begins at a point in time t2, the current I2 being clocked around a mean value 68.
  • the mean value 68 is smaller than the mean value 66a.
  • the control is ended at a point in time t3, as a result of which the current I1 is rapidly reduced to zero.
  • the electromagnetic actuator 9 is controlled with the current I2, that is, switching thresholds (not shown), which control the switching on and off of the current I2 during the pick-up phase, are lower in relation to the switching thresholds of the current I1 set.
  • the current I2 that is, switching thresholds (not shown), which control the switching on and off of the current I2 during the pick-up phase, are lower in relation to the switching thresholds of the current I1 set.
  • the energy required during the tightening phase is also smaller, and operating noise when the armature 30 hits the stroke stop 38 is reduced.
  • a tightening duration of the armature 30 is extended, the time difference between t2 and t0 being increased and the tightening phase 62 thus being extended, but without impairing the correct functioning of the quantity control valve 10.
  • the switching thresholds (not shown) that determine the courses of the currents I1 and I2, or the average values 66a and 66b resulting therefrom, are each selected in such a way that the armature 30 hits the stroke stop 38 reliably and thus the quantity control valve 10 switches reliably in all Operational cases is enabled. Due to the lower average current I2 during the pull-in phase, the armature 30 is accelerated with a lower force than the current I1 and strikes with a corresponding delay. This is explained below with the Figure 4 are explained in more detail.
  • Figure 4 shows a coordinate system in which mean values 66 of a current I flowing through coil 28 during the pick-up phase and associated pick-up times 70 are plotted linearly over a speed 72 of the internal combustion engine.
  • the duration 70 characterizes the period from the beginning of the energization of the coil 28 at time t0 until the armature 30 strikes the stroke stop 38 for the first time.
  • the mean values 66 are in the present case determined by support points 74, which, for example, in a characteristic map of the control and / or regulating device 16 of the internal combustion engine can be stored.
  • the mean values 66 of the current I - in particular when the coil 28 is switched to a constant source voltage during the pull-in phase - also characterize an energy which is supplied to the electromagnetic actuating device 9 during the pull-in phase.
  • the mean values 66 of the current I increase monotonically with increasing speed 72. Because the piston 24 of the high-pressure pump 11 is also moved as a function of the speed 72, the possible period of time for the movement of the valve body 42 or the armature 30 is correspondingly smaller, that is to say more critical. This circumstance is counteracted in a suitable manner by the tightening times 70, which decrease with a higher current flow. As already described above, this takes place in such a way that reliable switching of the quantity control valve 10 is made possible at any speed 72.
  • Figure 5 shows a simplified flow chart for controlling the electromagnetic actuating device 9.
  • the method shown is preferably carried out by means of the computer program 18 in the control and / or regulating device 16 of the internal combustion engine.
  • the illustrated procedure begins in a first block 76, the current speed 72 of the internal combustion engine being determined.
  • two interpolation points 74 are read from a characteristic diagram based on the determined rotational speed 72. Thereafter, interpolation is carried out between these two support points 74 in order to determine a respective mean value 66 that is precisely matched to the speed 72. Suitable switching thresholds (without reference symbols) for switching the current I on and off are determined from the mean value 66.
  • the determined switching thresholds are used to control the electromagnetic actuating device 9 or the coil 28 during the tightening phase of the armature 30.
  • the procedure of Figure 5 can be repeated cyclically.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Magnetically Actuated Valves (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (8)

  1. Procédé pour faire fonctionner un dispositif d'alimentation en carburant (1) d'un moteur à combustion interne, dans lequel un dispositif d'actionnement électromagnétique (9) d'une soupape de commande de débit (10) est commuté afin de régler un débit, dans lequel, lors d'un processus de commutation, un induit (30) est déplacé par une force magnétique à partir d'une position de repos (36) dans la direction d'une butée de course (38), et une intensité d'une énergie fournie au dispositif d'actionnement électromagnétique (9) pour la commutation dépend, au moins temporairement, d'une vitesse de rotation (72) du moteur à combustion interne, caractérisé en ce que l'énergie ne dépend de la vitesse du moteur à combustion interne que pendant une phase d'appel pendant laquelle l'induit (30) du dispositif d'actionnement électromagnétique (9) est déplacé du siège de repos (36) vers la butée de course (38), et pendant la phase d'appel, un courant (I1) est cadencé autour d'une valeur d'appel moyenne (66a) et pendant la phase de maintien, un courant (I2) est cadencé autour d'une valeur de maintien moyenne (68), dans lequel la valeur de maintien moyenne (68) est inférieure à la valeur d'appel moyenne (66a).
  2. Procédé selon la revendication 1, caractérisé en ce que l'énergie augmente lorsque la vitesse de rotation (72) augmente, la relation étant monotone.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que les valeurs d'appel moyennes (66) du courant (I) augmentent de manière monotone lorsque la vitesse de rotation (72) augmente.
  4. Procédé selon la revendication 3, caractérisé en ce que le courant (I) augmente lorsque la durée d'appel (70) diminue.
  5. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que l'énergie est commandée de telle manière que la soupape de régulation de débit (10) peut être commutée au cours d'un intervalle de temps prévu pour une vitesse de rotation (72) respective.
  6. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que le courant (I) et/ou la tension sont cadencés.
  7. Moteur à combustion interne comportant un dispositif d'alimentation en carburant doté d'une soupape de commande de débit, comprenant un dispositif d'actionnement électromagnétique, un dispositif de commande/régulation et des moyens destinés à exécuter toutes les étapes d'un procédé selon l'une des revendications 1 à 6.
  8. Programme informatique (18) comprenant des instructions qui, lorsqu'elles sont exécutées dans le dispositif de commande et/ou de régulation (16) du dispositif selon la revendication 7, font en sorte que le dispositif exécute les étapes du procédé selon les revendications 1 à 6.
EP12718201.2A 2011-06-22 2012-05-02 Procédé et appareil pour contrôler d'une pompe d'alimentation à carburant dans un moeur à combustion interne Active EP2724011B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011077991A DE102011077991A1 (de) 2011-06-22 2011-06-22 Verfahren zum Betreiben einer Kraftstofffördereinrichtung einer Brennkraftmaschine
PCT/EP2012/057985 WO2012175247A1 (fr) 2011-06-22 2012-05-02 Procédé et dispositif pour faire fonctionner un dispositif d'alimentation en carburant d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2724011A1 EP2724011A1 (fr) 2014-04-30
EP2724011B1 true EP2724011B1 (fr) 2020-09-30

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EP12718201.2A Active EP2724011B1 (fr) 2011-06-22 2012-05-02 Procédé et appareil pour contrôler d'une pompe d'alimentation à carburant dans un moeur à combustion interne

Country Status (7)

Country Link
US (1) US9777662B2 (fr)
EP (1) EP2724011B1 (fr)
JP (1) JP5959636B2 (fr)
KR (1) KR101898880B1 (fr)
CN (1) CN103635680B (fr)
DE (1) DE102011077991A1 (fr)
WO (1) WO2012175247A1 (fr)

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DE102011077987A1 (de) * 2011-06-22 2012-12-27 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstofffördereinrichtung
EP2706222B1 (fr) * 2012-09-06 2016-07-13 Delphi International Operations Luxembourg S.à r.l. Unité de pompage
US10450994B2 (en) * 2014-11-24 2019-10-22 Ford Global Technologies, Llc Method and system for fuel system control
JP6581420B2 (ja) * 2015-07-31 2019-09-25 日立オートモティブシステムズ株式会社 燃料噴射装置の制御装置
US11164014B1 (en) * 2020-11-09 2021-11-02 Hayden Ai Technologies, Inc. Lane violation detection using convolutional neural networks

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WO2000006894A1 (fr) * 1998-07-29 2000-02-10 Robert Bosch Gmbh Installation d'alimentation en carburant d'un moteur a combustion interne
JP2000136747A (ja) * 1998-11-04 2000-05-16 Denso Corp ディーゼルエンジンの電子制御式燃料噴射装置
DE102004016554A1 (de) * 2004-04-03 2005-10-27 Robert Bosch Gmbh Verfahren zur Ansteuerung eines Magnetventils

Also Published As

Publication number Publication date
CN103635680B (zh) 2018-01-16
US9777662B2 (en) 2017-10-03
JP2014517212A (ja) 2014-07-17
JP5959636B2 (ja) 2016-08-02
EP2724011A1 (fr) 2014-04-30
US20140311456A1 (en) 2014-10-23
KR20140035947A (ko) 2014-03-24
WO2012175247A1 (fr) 2012-12-27
CN103635680A (zh) 2014-03-12
KR101898880B1 (ko) 2018-09-14
DE102011077991A1 (de) 2012-12-27

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