EP3499017A1 - Dispositif pompe destiné à l'acheminement du carburant - Google Patents

Dispositif pompe destiné à l'acheminement du carburant Download PDF

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Publication number
EP3499017A1
EP3499017A1 EP18205565.7A EP18205565A EP3499017A1 EP 3499017 A1 EP3499017 A1 EP 3499017A1 EP 18205565 A EP18205565 A EP 18205565A EP 3499017 A1 EP3499017 A1 EP 3499017A1
Authority
EP
European Patent Office
Prior art keywords
pressure
pump
low
valve
fuel
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
EP18205565.7A
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German (de)
English (en)
Other versions
EP3499017B1 (fr
Inventor
Stefan Detterbeck
Johannes Geiger
Thomas Scheuer
Tobias Holzinger
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP3499017A1 publication Critical patent/EP3499017A1/fr
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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
    • F02D41/38—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
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/007—Venting means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F02M59/368—Pump inlet valves being closed when actuated
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/24—Fuel-injection apparatus with sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/24—Fuel-injection apparatus with sensors
    • F02M2200/245—Position sensors, e.g. Hall sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/13—Special devices for making an explosive mixture; Fuel pumps
    • F02M2700/1317—Fuel pumpo for internal combustion engines
    • F02M2700/1358—Fuel pump with control of fuel inlet to the pumping chamber

Definitions

  • the invention relates to a pump arrangement for conveying fuel.
  • the invention particularly relates to a pump arrangement with which fuel can be provided under very high pressure for a rail system, for example a common rail system of an internal combustion engine.
  • a rail system for example a common rail system of an internal combustion engine.
  • Such rail systems or common rail systems are used, in particular in diesel internal combustion engines, to supply fuel under very high pressure to the combustion chamber of the internal combustion engine. Due to the very high pressure, a very fine atomization of the fuel can be achieved. This allows in particular a very complete and clean combustion of the fuel.
  • the chemical energy contained in the fuel is converted particularly well. There are particularly low thermal losses and there are very little pollutants during combustion.
  • pump assemblies for providing fuel under very high pressures are used for common rail systems which include a low pressure pump and a high pressure pump.
  • the low-pressure pump is normally operated electrically.
  • the high-pressure pump is normally connected via a shaft to an internal combustion engine, so that mechanical energy from the internal combustion engine can be used directly to operate the pump. As a result, conversion losses between mechanical energy and electrical energy can be avoided.
  • electrical energy is normally only limitedly available in a motor vehicle because (as already described) this electrical energy must first be obtained by converting mechanical energy of the internal combustion engine into electrical energy and components for generating electrical energy (generators or the like) for weight reasons , for reasons of space and also for cost reasons, should not be unnecessarily large dimensions.
  • gaseous fuel, air or steam is present on the low pressure side of the high pressure pump, then this can significantly affect the delivery of fuel with the high pressure pump. In particular, it is possible that a necessary increase in pressure to promote fuel in the rail, can no longer be generated.
  • a pump assembly for conveying fuel with a high pressure pump to provide fuel at high pressure and a low pressure pump for supplying the high pressure pump with fuel
  • the low pressure pump being adapted to remove fuel from a tank and the fuel of the high pressure pump with a Supplying supply pressure and wherein the high pressure pump has a pump chamber with a low pressure valve on a low pressure side and a high pressure valve on the high pressure side, wherein the low pressure valve has an electrically controllable magnetic valve drive and normally open, energized closed and de-energized is closed when a pressure difference between the pump chamber and the low pressure side is greater than a threshold value, wherein the low pressure valve has a state sensor with which an opening state of the low pressure valve can be monitored, wherein the state sensor and the low pressure pump are connected together via a pump control device and the pump controller to is set to adjust the supply pressure in dependence on the opening state of the low pressure valve.
  • the pump assembly can be used to supply any internal combustion engine with fuel.
  • High pressure with which the high-pressure pump provides fuel to the pump arrangement is, for example, a pressure of more than 500 bar, preferably more than 1000 bar and particularly preferably more than 1500 bar.
  • the low-pressure pump is particularly preferably an electrically operated pump, for example an electrically operated piston pump.
  • the high-pressure pump is particularly preferably a mechanically operated pump, for example a pump, which has a shaft on which a mechanical driving force can be introduced into the pump.
  • the high-pressure pump is preferably also a piston pump, in which a piston of the high-pressure pump is moved up and down by the described shaft. This can be realized by a cam drive, which is connected to the shaft.
  • the low-pressure pump is preferably absorbent. That is, it can suck fuel from a tank. Alternatively, it is also possible that the fuel will be pre-pressed into the tank to then be promoted by the low-pressure pump can.
  • the low-pressure pump is formed by a pressurization system which depresses a tank in which the fuel is located, so that the pressure ensures that the high-pressure pump is supplied with fuel.
  • the low-pressure pump is then, for example, an air pump, which promotes compressed air in the tank.
  • a low-pressure side of the high-pressure pump can also be referred to as the suction side of the high-pressure pump, the term "sucking" being understood analogously here.
  • suction side of the high-pressure pump there already exists a depression produced by the low pressure pump, which makes it unnecessary to generate a suction pressure below the atmospheric pressure.
  • the supply pressure with which the high-pressure pump is supplied for example, a pressure in a range below 10 bar, more preferably below 8 bar and in particular in a range between 4 bar and 7 bar.
  • the high-pressure pump preferably has a pump chamber which is regularly enlarged and reduced to accomplish a delivery of fuel. This can be ensured by the piston described above, which is driven by a cam drive.
  • the pump chamber preferably has valves which predetermine a flow direction or a conveying direction of fuel through the pump.
  • a low pressure valve on a low pressure side which may also be referred to as an inlet valve.
  • a high pressure valve on a high pressure side which may also be referred to as exhaust valve.
  • the valves are preferably designed so that they are able to switch the pressures occurring on the low-pressure side or on the high-pressure side of the pump.
  • the valve on the high-pressure side is suitable for switching the already described high pressures above 500 bar and more.
  • the low-pressure valve of the high-pressure pump of the pump arrangement is a valve which has an electrically controllable, magnetic valve drive.
  • the low-pressure valve has, for example, a movable, magnetic valve body and an externally disposed, fixedly positioned electrical coil, wherein magnetic valve bodies can be selectively controlled by an electrical current which is applied to the coil.
  • the current which is connected to the electrical coil of the electrically controllable magnetic valve drive is also called "closing current".
  • a valve with such an electrically controllable magnetic valve drive usually has a certain pressure range in which it can be switched.
  • pressure range refers to differential pressures between one side of the valve and the other side of the valve rather than absolute pressures on one side or the other side of the valve.
  • pressure range refers to here the pressures at which it is possible to achieve with the aid of an electrical drive signal to open and / or close the valve. When pressures outside the pressure range occur, it is possible that an active selection whether the valve is open or closed is no longer possible with the drive signal.
  • the low-pressure valve used here is characterized in that it has two different switching positions (open and closed), wherein a switching position (closed) targeted both by energizing the electrically controllable magnetic valve drive or by acting on the valve pressure difference (a pressure difference between the pump chamber and Low pressure side) can be reached and maintained.
  • the low-pressure valve makes it possible that in a state in which there is no pressure difference across the low-pressure valve, the low-pressure valve is open when no current is applied to the electrically controllable magnetic valve drive. Starting from this state, the low-pressure valve can then be transferred by the application of an electric current to the electrically controllable magnetic valve drive from the open position to the closed position. Once the closed position, a pressure difference can form, because the pressures from both sides of the valve can develop independently and a pressure equalization through the valve is no longer possible.
  • the valve is designed so that it remains in the closed position, even if the current on the electrically controllable magnetic valve drive (drive current), if an applied pressure difference is greater than a threshold value (also threshold pressure difference).
  • This threshold value is for example between 2 and 10 bar, in particular between 4 bar and 8 bar and particularly preferably in the range around 6 bar.
  • Such a type of valve has the advantage that consumption of electrical energy to drive the valve is only necessary in a relatively short phase to establish the closed state of the valve. Once a sufficient pressure has formed in the pump chamber, the closed state is maintained by the pressure difference formed and the valve remains closed regardless of the energization.
  • This special characteristic of the low-pressure valve can be realized in that in the valve, a biasing element is arranged, which can be formed for example by a spring. If the valve is to be closed by a control of the electrically controllable magnetic valve drive, then the electrically controllable magnetic valve drive must exert a driving force on a closing body of the valve, which is so large that the acting force of the biasing member is exceeded. As soon as the pressure acting on a pumping chamber side effective surface of the valve pressure or the applied pressure difference is sufficiently large to also overcome the biasing force of the biasing member (alone, without electrical assistance by the valve drive), the energization of the valve drive can be stopped.
  • condition sensor with which an opening state of the low-pressure valve can be monitored.
  • This condition sensor can be formed in any manner.
  • the condition sensor is formed as part of the electrically controllable magnetic valve drive.
  • a coil of the electrically controllable magnetic valve drive is used to determine a position and / or a movement (change in position) of the valve body by induction. Through this coil of the electrically controllable valve drive, a current flows to control the valve. In this coil, however, an electric current is induced as soon as a valve body of the low-pressure valve moves and this induced electric current occurs regardless of or in addition to whether there is just a current supply to open or close the valve or not.
  • This induced current is superimposed by the drive current applied to the electrically activatable magnetic valve drive.
  • This induced current can be measured. This can be done with a current sensor or a voltage sensor, which measures a voltage occurring as a result of the current.
  • a state sensor for determining the opening state of the low-pressure valve may preferably comprise a voltage sensor or a current sensor which monitors these induced currents under resulting voltages on the electrically actuatable magnetic valve drive.
  • the state sensor can also be realized in any other way, for example with a mechanical element which allows a determination of the opening state of the low-pressure valve or with an optical sensor or any other measuring method with which the opening state of the valve can be detected.
  • Another variant of the condition sensor is an additional coil for detecting an induction due to a movement of the valve body, which is independent of the valve drive.
  • State sensors are also possible, which include pressure sensors and which are mounted on the low-pressure side and / or on the pump chamber of the pump and register pressure fluctuations.
  • condition sensor Information about the opening state of the low pressure valve of the high pressure pump of the pump assembly is provided by the condition sensor.
  • the condition sensor is connected to a pump controller.
  • the pump controller may be any controller. It can also be a control unit, which also assumes other functions in a larger overall network in which the pump arrangement is used.
  • the control unit may also be part of an engine control unit of a motor vehicle.
  • connection between the pump control device and the state sensor is preferably realized with a line for the transmission of electrical signals, in particular with a data line.
  • the connection can provide information regarding the condition of the low pressure valve of the High-pressure pump from the condition sensor to the pump control unit to be transmitted.
  • the pump control unit is also connected to the low-pressure pump of the pump arrangement described earlier. This too is preferably realized with a line for the transmission of electrical signals, in particular with a data line.
  • the low-pressure pump is in particular an electric pump. By controlling the electric drive of the low-pressure pump, the delivery rate of the low-pressure pump can be changed so that a supply pressure with which the low-pressure pump supplies the high-pressure pump can be adjusted.
  • a control of the low pressure pump with the pump control unit is possible.
  • the pump controller is adapted to adjust the supply pressure with the low pressure pump depending on the opening state of the low pressure valve.
  • This possibility of adjusting the supply pressure makes it possible to respond specifically to the opening state of the valve to intervene in the supply pressure to supply the high-pressure pump.
  • the high-pressure pump is preferably designed so that the pump speed or a clock frequency with which the pump chamber periodically increases and decreases, is difficult or impossible to influence, or depends on other variables that are not or only partially with the flow rate of the pump Related.
  • the pump speed and the said clock frequency depend on the engine speed of the Internal combustion engine together when the pump is driven by a shaft directly from the internal combustion engine. Often, however, there is no or only a small relationship between the applied rotational speed of the shaft of the internal combustion engine and the fuel consumption of the internal combustion engine. An extreme case in this regard is a high speed idle in which there is no fuel demand but a very high speed exists.
  • the amount of fuel provided to the high-pressure pump is set in a targeted manner.
  • the high pressure pump only and accurately delivers the amount of fuel that is provided by closing the low pressure valve.
  • the pump assembly when the pump control device is adapted to achieve a delivery rate of the pump assembly by shifting a closing time of the low pressure valve, wherein the closing time is moved forward in time to increase the flow rate and wherein the closing time is shifted back in time to reduce the flow rate.
  • the pump assembly is preferably designed so that the delivery rate of fuel provided by the pump assembly is regulated (only) beyond the opening time of the low pressure valve of the high pressure pump. If no fuel is to be delivered, the high-pressure pump, however, continuously performs a conveying movement with a certain clock frequency or speed, then the low-pressure valve remains permanently open. Through the conveying movement and the regular enlargement and reduction of the pump chamber fuel is then always sucked into the pump chamber through the low pressure valve and then pushed out again by the same low pressure valve from the pump chamber, and against the usual direction. The high pressure valve on the high pressure side of the high pressure pump is then permanently closed.
  • the above-described very high pressure of more than 500 bar is normally present.
  • the pump chamber can (as long as the low pressure valve is opened) at all no pressures form, which are sufficient to promote fuel from the pump chamber in the high pressure side or by the high pressure valve.
  • the low pressure valve is electrically controlled and selectively closed.
  • a closing and opening of the low-pressure valve takes place once per conveying movement of the pump. That is, closing and opening of the low-pressure valve occurs once per enlargement and reduction of the pump chamber.
  • the low-pressure valve is closed when the pump chamber has the maximum volume. Then, the fuel, which is located in the pump chamber, initially brought to a very high pressure and as soon as the pressure in the pump chamber exceeds the pressure on the high pressure side of the high pressure pump, the fuel is forced by the high pressure valve out of the pump chamber into the rail.
  • the closing time of the low pressure valve of the high pressure pump from the closing time for a maximum flow rate (at top dead center or maximum pump volume) during the reduction phase of the pump chamber to the rear postponed.
  • the later the low-pressure valve closes the reduced the delivery rate.
  • the pump arrangement is advantageous if the pump control device is set up to receive a pressure value from a pressure sensor in conjunction with a high-pressure side of the high-pressure pump and to regulate the delivery rate of the pump arrangement as a function of this pressure value.
  • a pressure on the high pressure side is fixed. This can be, for example, the high pressure of at least 500 bar described above.
  • a corresponding Nachstructure of fuel with the Pump assembly required to maintain this predetermined high pressure.
  • the pressure sensor in conjunction with the high pressure side is set up so that it can measure the pressure on the high pressure side exactly. As soon as there is a decrease in pressure due to a removal of fuel from the high pressure side to a consumer, the pump assembly receives a request for Nachellen a flow rate to regulate the pressure value back to the desired high pressure.
  • This type of pump control can be referred to as pressure control or as pressure control.
  • the pump arrangement is advantageous if the pump control device is set up to detect gas in the pump chamber of the high-pressure pump on the basis of the opening state of the low-pressure valve and to increase the supply pressure if gas is present in the pump chamber.
  • gas in the pump chamber is extremely disadvantageous, since the delivery rate of the pump can be considerably impaired by gas in the pump chamber.
  • Gas in the pump chamber ensures that a desired output of fuel on the high-pressure valve on the high-pressure side of the pump chamber no longer occurs.
  • Gas bubbles in the pump under unfavorable circumstances a promotion with the high-pressure pump can be completely prevented, because by an enlargement or reduction of the pump chamber of the necessary pressure for discharging fuel on the high pressure side by the high pressure valve can not be built. Around To avoid such conditions, it is advantageous to recognize this. It has been found that by monitoring the opening state of the low-pressure valve can be determined in a particularly advantageous manner, whether gas is present in the pump chamber.
  • the low-pressure valve opens at times that are not normally expected to open, then this is an indication that the necessary pressures in the pump chamber could not be built up. For example, it is an unusual, unscheduled opening event when the low pressure valve opens immediately when the electrical drive current for driving the low pressure valve is eliminated. Then it must be assumed that the low-pressure valve is not able to remain closed even without power. Then there is insufficient pressure in the pump chamber. It can be assumed that this occurs as a result of a gas bubble in the pump chamber.
  • a suitable reaction to gas in the pump chamber is to increase the supply pressure of the high pressure pump.
  • Gas bubbles usually occur due to evaporation of fuel.
  • the pressures at which fuel evaporates are usually temperature dependent. The higher the temperature, the higher the pressures needed to ensure that the fuel remains in a liquid state.
  • gas is thus detected in the pump chamber on the basis of the phenomena occurring as a result of the gas (unwanted, unplanned opening of the low-pressure valve).
  • the necessary supply pressure can be detected very precisely, which is necessary to ensure that no gas forms in the pump chamber and a safe and reliable operation of the pump chamber is possible.
  • the low-pressure pump is normally an electric pump. By providing a minimum supply pressure, which is just as high that just no gas bubbles form, it can be achieved that very little electrical energy is required to operate the low-pressure pump.
  • an accumulator is arranged on the low-pressure side, which accumulator forms a pressure reservoir for the supply pressure.
  • Such an accumulator can be formed for example by a spring-loaded cylinder with a membrane, which ensures that even with a consumption of fuel by sucking fuel into the high-pressure pump, the supply pressure is approximately maintained.
  • Such an accumulator is a reservoir for standing under the supply pressure fuel.
  • Such a pressure accumulator acts as a damping element which keeps low pressure fluctuations of the supply pressure between the low pressure pump and the high pressure pump. By such an accumulator, a particularly safe and reliable operation of the pump assembly can be achieved.
  • Such a Pressure accumulator may also be formed in embodiments of the pump assembly of a flexible line section which expands depending on pressure.
  • the pump arrangement is advantageous if the low-pressure pump is set up to maintain a supply pressure in a pressure range between 3 and 10 bar at the low-pressure side.
  • a pump drive of the high pressure pump is formed by an eccentric, which is connected to a shaft of an internal combustion engine.
  • the shaft of the internal combustion engine normally rotates at a speed which is (largely) independent of the required amount of fuel.
  • the drive of a high-pressure pump via an eccentric, which is connected to a shaft of the internal combustion engine, is a particularly efficient drive of the high-pressure pump. This is critical to the energy efficiency of the pump assembly because of the pressure on the fuel to very high For example, pressures of more than 500, more than 1000 or even more than 1500 bar high energy consumption occurs.
  • an injection system comprising a rail for supplying at least one injector for injecting fuel into an internal combustion engine and a pump arrangement, as described here, for supplying the rail with fuel.
  • Such a rail is for example a so-called common rail, which is used in particular in modern diesel internal combustion engines to supply the injectors of the internal combustion engine with fuel.
  • This rail represents a pressure reservoir, from which injectors can be supplied with an (arbitrary in an operating range) amount of fuel. The actual metering of the injection quantity for metering the fuel, which is injected into the internal combustion engine, takes place over the opening time of the injectors. When dosing, it is assumed that the injectors always receive the desired supply pressure via the rail.
  • Also to be described here is a motor vehicle having an internal combustion engine with a described injection system for supplying the internal combustion engine with fuel.
  • Fig. 1 shows a motor vehicle 39 with an internal combustion engine 38, which has an injection insert 37, which is supplied by a pump assembly 19 described herein with fuel.
  • the injection system 37 has a rail 13, to which injectors 14 adjoin, with which the internal combustion engine 38 is supplied with fuel.
  • the pump assembly 19 removes fuel from a tank 7 via a suction line 8 with a low pressure pump 6.
  • the pump assembly 19 also has a high pressure pump 1, which is connected to a low pressure side 3 to the low pressure pump 6 and which connected to a high pressure side 5 to the rail 13 is.
  • the low-pressure side 5 of the high-pressure pump 1 is delimited by a pump chamber 10 of the high-pressure pump 1 with a low-pressure valve 3.
  • the high-pressure side 5 of the high-pressure pump 1 is delimited by a pump chamber 10 of the high-pressure pump 1 with a high-pressure valve 4.
  • a pressure accumulator 9 On the low pressure side 3 of the high-pressure pump 1, a pressure accumulator 9 is connected, which a constancy of the supply pressure, with which the high-pressure pump 1 is supplied with fuel, ensures.
  • this accumulator 9 is only an optional further development.
  • the pressure accumulator 9 can also be realized by a flexibility of a supply line of the high-pressure pump 1.
  • the low-pressure valve 2 of the high-pressure pump 1 has an electrically controllable magnetic valve drive 18 with which the low-pressure valve 4 can be closed against the force of a biasing element 21. As soon as a sufficient pressure is present in the pump chamber 10 of the high-pressure pump 1, the pressure in the pump chamber 10 keeps the low-pressure valve 6 closed. This happens regardless of the fact whether an opening current is applied to the electrically controllable magnetic valve drive 18 or not.
  • the low-pressure valve 2 also forms a sealing seat 21, in which a closing body in the closed state of the low-pressure valve 2 is applied to close the low-pressure valve 2.
  • the high-pressure pump is driven by an eccentric 12, which is preferably connected to an internal combustion engine 38 for driving. A corresponding connection between the eccentric 12 and the internal combustion engine 38 is not shown separately here.
  • the eccentric 12 forms a pump drive 20 of the high-pressure pump 1.
  • the eccentric 12 regularly moves a piston 11 upwards and downwards, which enlarges and reduces the pump chamber 10.
  • the movement of the pump piston 11 has a top dead center and a bottom dead center, between which the pump piston 11 always reciprocates.
  • the pump arrangement 19 also has a pump control unit 15, which may be part of an engine control unit 16.
  • a variant is shown, in which the pump control unit 15 and the engine control unit 16 are separated from each other.
  • the pump control device 15 is connected to a state sensor 23, with which an opening state of the low-pressure valve 6 can be detected.
  • the pump control unit 15 is here additionally connected to a pressure sensor 17, with which a pressure in the rail 13 can be monitored, the pump control unit 15 is here also connected to the low pressure pump 6, which can be selectively controlled by the pump control unit 15 in the sense described here.
  • a constant supply pressure 36 can be seen, which in both FIGS. 2 and 3 each is constant.
  • a (electric) valve current 29 with which an electric valve drive is energized, or which adjusts itself in the electric valve drive. Based on the valve current 29 can also be detected, in which state the low pressure valve is currently.
  • a closing current 26 which suddenly occurs at a closing time 31.
  • a closing flow 26 which represents a large increase in the flow through the valve drive, with which the valve is closed.
  • a shift 35 of the closing time 31 indicated by an arrow.
  • the delivery rate of the pump assembly can be adjusted.
  • the closing time 31 is moved forward, the delivery rate of the pump increases, when the closing time 31 is shifted by the closing flow 26 or by a later occurrence of the closing flow 26 to the rear, the delivery of the pump assembly decreases. It can be seen that the closing current 26 ends suddenly. Then, a first induced signal 27 is produced in the valve current 29. This first induced signal 27 results from the fact that an electric field in the drive of the low-pressure valve is reduced.
  • Fig. 2 is an operation without gas bubbles in the pump chamber shown.
  • a second induced signal 28 occurs which is induced by the valve reopening. This happens because the valve body of the low-pressure valve moves and induction by this movement an electric current takes place.
  • the second induced signal 28 late and in particular after a time of top dead center 33 of a reduction of the pump chamber. This is an indication that a sufficient pressure has been ensured in the pump chamber, because a drop in pressure occurs only when the pump chamber increases again.

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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)
EP18205565.7A 2017-12-12 2018-11-12 Dispositif pompe destiné à l'acheminement du carburant Active EP3499017B1 (fr)

Applications Claiming Priority (1)

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DE102017222467.3A DE102017222467B4 (de) 2017-12-12 2017-12-12 Pumpenanordnung zur Förderung von Kraftstoff

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EP3499017B1 EP3499017B1 (fr) 2020-09-30

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019126420A1 (de) * 2019-10-01 2021-04-01 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Steuereinheit zum Betrieb eines Verbrennungsmotors mit unterschiedlichen Einspritzmodi
DE102020213201A1 (de) 2020-10-20 2022-04-21 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Kraftstoffversorgungssystems

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013213924A1 (de) * 2013-07-16 2015-01-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Kraftstoffzumesssystems
DE102015108112A1 (de) * 2014-06-09 2015-12-10 Ford Global Technologies, Llc Befehle zum justieren eines pumpenvolumens für kraftstoff-direkteinspritzpumpen
DE102015120577A1 (de) * 2014-12-02 2016-06-02 Ford Global Technologies, Llc Verfahren zur Saugpumpensteuerung
DE102015121059A1 (de) * 2014-12-04 2016-06-09 Ford Global Technologies, Llc Direkteinspritzungspumpensteuerung
WO2017157736A1 (fr) * 2016-03-17 2017-09-21 Robert Bosch Gmbh Procédé de détermination d'une valeur de consigne d'une grandeur réglante pour la commande d'une pompe basse pression

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3901073B2 (ja) 2001-12-14 2007-04-04 株式会社デンソー 蓄圧式燃料噴射装置
US9188077B2 (en) 2011-07-01 2015-11-17 Toyota Jidosha Kabushiki Kaisha Fuel injection control system for internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013213924A1 (de) * 2013-07-16 2015-01-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Kraftstoffzumesssystems
DE102015108112A1 (de) * 2014-06-09 2015-12-10 Ford Global Technologies, Llc Befehle zum justieren eines pumpenvolumens für kraftstoff-direkteinspritzpumpen
DE102015120577A1 (de) * 2014-12-02 2016-06-02 Ford Global Technologies, Llc Verfahren zur Saugpumpensteuerung
DE102015121059A1 (de) * 2014-12-04 2016-06-09 Ford Global Technologies, Llc Direkteinspritzungspumpensteuerung
WO2017157736A1 (fr) * 2016-03-17 2017-09-21 Robert Bosch Gmbh Procédé de détermination d'une valeur de consigne d'une grandeur réglante pour la commande d'une pompe basse pression

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DE102017222467B4 (de) 2020-06-18
DE102017222467A1 (de) 2019-06-13

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