USH1820H - Method for heating actuating fluid in a fuel system - Google Patents

Method for heating actuating fluid in a fuel system Download PDF

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Publication number
USH1820H
USH1820H US09/218,960 US21896098A USH1820H US H1820 H USH1820 H US H1820H US 21896098 A US21896098 A US 21896098A US H1820 H USH1820 H US H1820H
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United States
Prior art keywords
temperature
fluid
actuating fluid
rail passage
heating
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Abandoned
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US09/218,960
Inventor
Jeffrey D. Graves
Norman D. Knapp
Korby A. Koch
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Caterpillar Inc
Delaware Capital Formation Inc
Clove Park Insurance Co
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Caterpillar Inc
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.)
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Priority to US09/218,960 priority Critical patent/USH1820H/en
Assigned to CATERPILLAR INC. reassignment CATERPILLAR INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GRAVES, JEFFREY D., KNAPP, NORMAN D., KOCH, KORBY A.
Application granted granted Critical
Publication of USH1820H publication Critical patent/USH1820H/en
Assigned to DELAWARE CAPITAL FORMATION INC. reassignment DELAWARE CAPITAL FORMATION INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: THERMAL EQUIPMENT CORPORATION
Assigned to CLOVE PARK INSURANCE COMPANY reassignment CLOVE PARK INSURANCE COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DELAWARE CAPITAL FORMATION, INC.
Assigned to CP FORMATION LLC reassignment CP FORMATION LLC ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CLOVE PARK INSURANCE COMPANY
Assigned to SARGENT AEROSPACE & DEFENSE, LLC reassignment SARGENT AEROSPACE & DEFENSE, LLC ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CP FORMATION LLC
Assigned to DELAWARE CAPITAL FORMATION, INC. reassignment DELAWARE CAPITAL FORMATION, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SARGENT AEROSPACE & DEFENSE, LLC
Abandoned 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
    • 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
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/02—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means with fuel-heating means, e.g. for vaporising
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • This invention relates generally to a fuel system, and more particularly, to a method and apparatus adapted to heat actuating fluid in a rail passage located within an engine.
  • high pressure hydraulic actuating fluid flows from a common rail passage, or manifold, and into a chamber located within the injector.
  • the fluid pushes down on a plunger which pushes fuel out from a plunger cavity, and out the injector through a nozzle.
  • a solenoid located within the injector, controls when, the high pressure, actuating fluid is exposed to the plunger by moving a poppet valve. The amount of fuel injected is controlled by adjusting the duration the solenoid is on.
  • the viscosity of the actuating fluid effects both the amount of fuel delivered by the injector, and when the delivery process begins. For example, in cold temperatures the actuating fluid is thicker (more viscous) than at warm temperatures. Therefore, when an electrical signal is delivered to a solenoid, commanding the solenoid to deliver actuating fluid to the injector, the fluid flows at a slower rate into the chamber to push against the plunger. With the actuating fluid moving at a slower rate there is an increased delay before the injector begins delivering fuel. Furthermore, when the solenoid is again turned off to stop delivery of the fuel, the reduced flow rate of the actuating fluid results in less total fuel being injected between when the solenoid is turned on and off.
  • the viscosity of the actuating fluid is a function of the fluid type and the temperature of the fluid. In an operating engine, neither the type of fluid, nor the temperature is fixed. Therefore it is difficult to predict the viscosity of the fluid as the temperature varies, and then appropriately account for the viscosity changes.
  • the reduction in fuel delivery and delays in timing increase as the viscosity of the actuating fluid increases. If the changes in viscosity are not accounted for, the fuel delivery and timing may be incorrect making it difficult to start and run the engine especially at high viscosities encountered at cold temperatures. If the fuel delivery is too small the engine may not start or be underpowered. If the fuel delivery is too large the engine structural capabilities may be exceeded, or excessive smoke produced and misfire may occur.
  • the present invention is directed to overcoming one or more of the problems identified above.
  • an apparatus is adapted to heat actuating fluid in a rail passage located within an engine.
  • the rail passage is connected to a fluid inlet of at least one fuel injector.
  • the apparatus includes a heating device located within the rail passage, the heating device is adapted to heat the actuating fluid in response to a control signal, a temperature sensing device is located within the manifold, the sensing device is adapted to sense a temperature of the actuating fluid and responsively generate a temperature signal, and an electronic controller is adapted to receive the temperature signal, responsively determine a temperature of the fluid and generate the control signal.
  • a method of heating actuating fluid in a rail passage located within an engine is disclosed.
  • the rail passage is connected to a fluid inlet of at least one fuel injector.
  • the method includes the steps of determining a temperature of the actuating fluid, and energizing a heating element located in the rail passage in response to the temperature.
  • FIG. 1 is a schematic high level diagram of one embodiment of an fuel system
  • FIG. 2 is an illustration of one method for heating actuating fluid in a rail passage of an engine
  • FIG. 3 is one embodiment of a heating element located in a rail passage
  • FIG. 4 is one embodiment of a heating element located in a rail passage.
  • FIG. 1 is an illustration of one embodiment of a fuel system 102 of an engine.
  • the fuel system 102 includes at least one hydraulically-actuated electronically-controlled injector (HEUI) 104 for each combustion chamber or cylinder (not shown) of the fuel system 102.
  • the fuel system 102 also includes a circuit 122 for supplying hydraulically-actuating fluid to each injector 104.
  • the circuit 122 includes a pump 106, driven by an internal combustion engine 108. The output of the pump 106 is connected to at least one fluid rail passage (or manifold) 130, and also to a fluid sump (or tank) 110.
  • the fluid sump 110 is also attached, through a return line, back to the pump 106.
  • the fluid rail passage 130 is connected to each injector 104 via a rail branch passage 134.
  • Each injector 104 is also connected to the fluid sump 110 in order to return the actuating fluid to the sump 110.
  • the circuit 122 includes a pressure control valve 112 for regulating how much actuating fluid flows to the injectors 104 as opposed to the fluid sump 110. By adjusting how much of the actuating fluid flow provided by the pump 106 goes to the injectors 104 as compared to the sump 110, the pressure of the fluid supplied to the injectors 104 may be regulated.
  • the circuit 122 includes a temperature sensing device 124.
  • the temperature sensing device 124 is located in the rail passage 130.
  • the temperature sensing device 124 senses the temperature of the actuating fluid within the rail passage 130, and responsively generates a fluid temperature signal.
  • the temperature sensing device 124 is a temperature transducer.
  • the actuating fluid is petroleum based oil.
  • the fluid may be a synthetic oil, fuel, or other type of non-compressible fluid.
  • the circuit 122 includes a heating device 132.
  • the heating device is located in the rail passage 130.
  • the heating device 132 is adapted to be energized in response to a control signal.
  • the circuit 122 includes an electronic controller 126.
  • the controller 126 receives the temperature signal, and responsively generates a control signal.
  • the controller 126 generates the control signal on an electrical path 140.
  • the controller 126 generates and delivers an injection command signal to the injector 104.
  • the injector 104 injects fuel into the cylinder in response to receiving the injection command signal.
  • the present invention includes a method for heating the actuating fluid within the rail passage 130 located within an engine.
  • the rail passage is connected to at least one fuel injector 104.
  • the method includes the step of determining a temperature of the actuating fluid, heating the actuating fluid in response to the temperature, and delivering an injection command to the injector in response to the temperature of the actuating fluid.
  • FIG. 2 illustrates a flow diagram of the method for heating actuating fluid in a rail passage located within an engine.
  • a first control block 202 the temperature of the actuating fluid is determined.
  • the temperature sensing device 124 is located within the rail passage 130.
  • the pump 106 forces the actuating fluid through the rail passage 130, and into the injector 104 (at the appropriate time).
  • the fluid returns to a fluid sump 110 when it leaves the injector 104.
  • the engine is turned off there is a volume of fluid that remains in the rail passage 130. In one example, there may be one liter of fluid that remains in the rail passage 130.
  • the fluid is again circulated through the circuit 122.
  • the fluid temperature is sensed prior to the engine starting, i.e., prior to the controller 126 delivering an injection command signal to the injector 104.
  • the controller 126 receives the temperature signal and responsively determines whether to heat the fluid.
  • the fluid temperature may be compared to a temperature threshold. If the fluid temperature is lower than the temperature threshold, then the fluid will be heated.
  • the temperature threshold may be empirically determined based on the fluid temperature needed to obtain appropriate responsiveness of the injector 104. That is, the threshold may be the temperature needed to enable proper cylinder firing in response to the injection command.
  • One example of a temperature threshold may be 0 degrees Celsius. If the temperature exceeds the threshold, then control may pass to a seventh control block 214 to begin injecting fuel, as described below. If the fluid temperature does not exceed the threshold, then the controller 126 may generate a control signal, thereby enabling the heating device 132 to be energized in order to heat the fluid.
  • the heating device heats the actuating fluid in response to the fluid temperature and the control signal.
  • the heating device 132 is a heating coil, as illustrated in FIG. 3.
  • One heating coil 132 may be used to heat the fluid within the rail passage 130.
  • multiple heating coils 132 may be located in the rail passage 130.
  • the heating coil 132 When the heating coil 132 is energized, the heating coil 132 begins heating the fluid.
  • the heating coil 132 is connected to a battery 136.
  • a relay 138 may be used to control when the heating coil 132 is connected to the battery 136 and is being energized.
  • the relay 138 is controlled by the control signal generated by the controller 126. Therefore when the controller 126 determines the fluid needs to be heated, the controller 126 delivers the control signal to the relay 138 such that the circuit between the battery 136 and the heating coil 132 is closed, thereby energizing the coil 132 and heating the fluid.
  • the controller 126 determines whether the fluid is heated to the threshold. In a fourth control block 208, the controller 126 determines a second fluid temperature. In a fifth control block 210, the second fluid temperature is compared to the temperature threshold to determine if the fluid needs to continue to be heated. If the second temperature does not exceed the threshold then control returns to the third control block 206 continue heating the fluid. If the temperature does exceed the threshold then control is passed to a sixth control block 212. In the sixth control block 212 the controller 126 de-energizes the heating device 132 in a manner to stop the heating of the fluid.
  • the controller 126 delivers a control signal to the relay 138 such that the circuit between the battery 136 and the heating coil 132 is opened, thereby de-energizing the coil 132.
  • the controller 126 delivers an injection command signal to the injector 104 to begin the injection of fuel into the cylinder, thereby starting the engine.
  • the heating device 132 may be a glow plug, as illustrated in FIG. 4.
  • One glow plug may be used to heat the fluid within the rail passage 130.
  • one glow plug may be located adjacent to each of the rail branch passages. When the glow plug 132 is energized, i.e., the circuit between the glow plug 132 and the battery 136 is closed, the glow plug 132 begins heating the fluid.
  • the heating device 132 and the temperature sensing device 124 may be located in the fluid sump 110.
  • the present invention includes an apparatus adapted to heat actuating fluid in a rail passage 130 located within an engine.
  • the rail passage 130 or manifold, is connected to a fluid inlet of at least one fuel injector 104.
  • the apparatus includes a heating device 132 located within the rail passage 130.
  • the heating device 132 is adapted to heat the actuating fluid, in response to a control signal.
  • the apparatus also includes a temperature sensing device 124 located within the rail passage 130.
  • the temperature sensing device 124 is adapted to sense a temperature of the actuating fluid and responsively generate a temperature signal.
  • the apparatus also includes an electronic controller 126 adapted to receive the temperature signal, determine a temperature of the fluid, and responsively generate the control signal and deliver an injection command signal to the fuel injector.
  • the controller 126 determines the temperature of the fluid. If the temperature is not above a predetermined threshold, indicating the fluid is to cold to achieve good engine performance, then the controller 126 sends a command signal to the heating device to begin heating the fluid. Once the fluid is heated to the desired temperature, the controller 126 disables the heating device 132 and sends an injection command signal to the injector to begin fuel injection into the cylinder in order to start the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

The present invention includes an apparatus adapted to heat actuating fluid in a rail passage located within an engine. The rail passage is connected to an fluid inlet of at least one fuel injector. The apparatus includes a heating device located within the rail passage. The heating device is adapted to heat the actuating fluid, in response to a control signal. The apparatus also includes a temperature sensing device located within the rail passage. The temperature sensing device is adapted to sense a temperature of the actuating fluid and responsively generate a temperature signal. In the preferred embodiment, the apparatus also includes an electronic controller adapted to receive the temperature signal, determine a temperature of the fluid, and responsively generate the control signal and deliver an injection command signal to the fuel injector.

Description

TECHNICAL FIELD
This invention relates generally to a fuel system, and more particularly, to a method and apparatus adapted to heat actuating fluid in a rail passage located within an engine.
BACKGROUND ART
In a fuel system having hydraulically-actuated electronically controlled unit injectors (HEUI), high pressure hydraulic actuating fluid flows from a common rail passage, or manifold, and into a chamber located within the injector. The fluid pushes down on a plunger which pushes fuel out from a plunger cavity, and out the injector through a nozzle. A solenoid, located within the injector, controls when, the high pressure, actuating fluid is exposed to the plunger by moving a poppet valve. The amount of fuel injected is controlled by adjusting the duration the solenoid is on.
The viscosity of the actuating fluid effects both the amount of fuel delivered by the injector, and when the delivery process begins. For example, in cold temperatures the actuating fluid is thicker (more viscous) than at warm temperatures. Therefore, when an electrical signal is delivered to a solenoid, commanding the solenoid to deliver actuating fluid to the injector, the fluid flows at a slower rate into the chamber to push against the plunger. With the actuating fluid moving at a slower rate there is an increased delay before the injector begins delivering fuel. Furthermore, when the solenoid is again turned off to stop delivery of the fuel, the reduced flow rate of the actuating fluid results in less total fuel being injected between when the solenoid is turned on and off. Hence, with a high viscous actuating fluid seen at cold starting temperatures as compared to higher temperature operating conditions, an inaccurate amount of fuel is delivered by the injectors and then starting/stopping, or "injection" fuel delivery shifts. Under these conditions, overall engine performance is adversely effected, resulting in incomplete combustion, low power, white smoke, etc.
The viscosity of the actuating fluid is a function of the fluid type and the temperature of the fluid. In an operating engine, neither the type of fluid, nor the temperature is fixed. Therefore it is difficult to predict the viscosity of the fluid as the temperature varies, and then appropriately account for the viscosity changes.
The reduction in fuel delivery and delays in timing increase as the viscosity of the actuating fluid increases. If the changes in viscosity are not accounted for, the fuel delivery and timing may be incorrect making it difficult to start and run the engine especially at high viscosities encountered at cold temperatures. If the fuel delivery is too small the engine may not start or be underpowered. If the fuel delivery is too large the engine structural capabilities may be exceeded, or excessive smoke produced and misfire may occur.
The present invention is directed to overcoming one or more of the problems identified above.
DISCLOSURE OF THE INVENTION
The one aspect of the present invention, an apparatus is adapted to heat actuating fluid in a rail passage located within an engine is disclosed. The rail passage is connected to a fluid inlet of at least one fuel injector. The apparatus includes a heating device located within the rail passage, the heating device is adapted to heat the actuating fluid in response to a control signal, a temperature sensing device is located within the manifold, the sensing device is adapted to sense a temperature of the actuating fluid and responsively generate a temperature signal, and an electronic controller is adapted to receive the temperature signal, responsively determine a temperature of the fluid and generate the control signal.
In another aspect of the present invention, a method of heating actuating fluid in a rail passage located within an engine is disclosed. The rail passage is connected to a fluid inlet of at least one fuel injector. The method includes the steps of determining a temperature of the actuating fluid, and energizing a heating element located in the rail passage in response to the temperature.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic high level diagram of one embodiment of an fuel system;
FIG. 2 is an illustration of one method for heating actuating fluid in a rail passage of an engine;
FIG. 3 is one embodiment of a heating element located in a rail passage; and
FIG. 4 is one embodiment of a heating element located in a rail passage.
BEST MODE FOR CARRYING OUT THE INVENTION
The present invention provides an apparatus adapted to heat the actuating fluid located within the rail passage of an engine. FIG. 1 is an illustration of one embodiment of a fuel system 102 of an engine. The fuel system 102 includes at least one hydraulically-actuated electronically-controlled injector (HEUI) 104 for each combustion chamber or cylinder (not shown) of the fuel system 102. The fuel system 102 also includes a circuit 122 for supplying hydraulically-actuating fluid to each injector 104. In one embodiment the circuit 122 includes a pump 106, driven by an internal combustion engine 108. The output of the pump 106 is connected to at least one fluid rail passage (or manifold) 130, and also to a fluid sump (or tank) 110. The fluid sump 110 is also attached, through a return line, back to the pump 106. The fluid rail passage 130 is connected to each injector 104 via a rail branch passage 134. Each injector 104 is also connected to the fluid sump 110 in order to return the actuating fluid to the sump 110.
The circuit 122 includes a pressure control valve 112 for regulating how much actuating fluid flows to the injectors 104 as opposed to the fluid sump 110. By adjusting how much of the actuating fluid flow provided by the pump 106 goes to the injectors 104 as compared to the sump 110, the pressure of the fluid supplied to the injectors 104 may be regulated.
The circuit 122 includes a temperature sensing device 124. The temperature sensing device 124 is located in the rail passage 130. The temperature sensing device 124 senses the temperature of the actuating fluid within the rail passage 130, and responsively generates a fluid temperature signal. In one embodiment, the temperature sensing device 124 is a temperature transducer. In the preferred embodiment, the actuating fluid is petroleum based oil. However, the fluid may be a synthetic oil, fuel, or other type of non-compressible fluid.
The circuit 122 includes a heating device 132. In the preferred embodiment, the heating device is located in the rail passage 130. The heating device 132 is adapted to be energized in response to a control signal.
The circuit 122 includes an electronic controller 126. In the preferred embodiment, the controller 126 receives the temperature signal, and responsively generates a control signal. The controller 126 generates the control signal on an electrical path 140. In addition, the controller 126 generates and delivers an injection command signal to the injector 104. The injector 104 injects fuel into the cylinder in response to receiving the injection command signal.
The present invention includes a method for heating the actuating fluid within the rail passage 130 located within an engine. The rail passage is connected to at least one fuel injector 104. The method includes the step of determining a temperature of the actuating fluid, heating the actuating fluid in response to the temperature, and delivering an injection command to the injector in response to the temperature of the actuating fluid.
FIG. 2 illustrates a flow diagram of the method for heating actuating fluid in a rail passage located within an engine. In a first control block 202 the temperature of the actuating fluid is determined. In the preferred embodiment the temperature sensing device 124 is located within the rail passage 130. During the normal operation of an engine, the pump 106 forces the actuating fluid through the rail passage 130, and into the injector 104 (at the appropriate time). The fluid returns to a fluid sump 110 when it leaves the injector 104. When the engine is turned off there is a volume of fluid that remains in the rail passage 130. In one example, there may be one liter of fluid that remains in the rail passage 130. When the engine starts, the fluid is again circulated through the circuit 122.
In the preferred embodiment, the fluid temperature is sensed prior to the engine starting, i.e., prior to the controller 126 delivering an injection command signal to the injector 104.
In a second control block 204, a determination is made as to whether the actuating fluid needs to be heated. In the preferred embodiment, the controller 126 receives the temperature signal and responsively determines whether to heat the fluid. In one embodiment, the fluid temperature may be compared to a temperature threshold. If the fluid temperature is lower than the temperature threshold, then the fluid will be heated. The temperature threshold may be empirically determined based on the fluid temperature needed to obtain appropriate responsiveness of the injector 104. That is, the threshold may be the temperature needed to enable proper cylinder firing in response to the injection command. One example of a temperature threshold may be 0 degrees Celsius. If the temperature exceeds the threshold, then control may pass to a seventh control block 214 to begin injecting fuel, as described below. If the fluid temperature does not exceed the threshold, then the controller 126 may generate a control signal, thereby enabling the heating device 132 to be energized in order to heat the fluid.
In a third control block 206 the heating device heats the actuating fluid in response to the fluid temperature and the control signal. In one embodiment, the heating device 132 is a heating coil, as illustrated in FIG. 3. One heating coil 132 may be used to heat the fluid within the rail passage 130. In an alternative embodiment, multiple heating coils 132 may be located in the rail passage 130. When the heating coil 132 is energized, the heating coil 132 begins heating the fluid. In the preferred embodiment, the heating coil 132 is connected to a battery 136. A relay 138 may be used to control when the heating coil 132 is connected to the battery 136 and is being energized. The relay 138 is controlled by the control signal generated by the controller 126. Therefore when the controller 126 determines the fluid needs to be heated, the controller 126 delivers the control signal to the relay 138 such that the circuit between the battery 136 and the heating coil 132 is closed, thereby energizing the coil 132 and heating the fluid.
The controller 126 then determines whether the fluid is heated to the threshold. In a fourth control block 208, the controller 126 determines a second fluid temperature. In a fifth control block 210, the second fluid temperature is compared to the temperature threshold to determine if the fluid needs to continue to be heated. If the second temperature does not exceed the threshold then control returns to the third control block 206 continue heating the fluid. If the temperature does exceed the threshold then control is passed to a sixth control block 212. In the sixth control block 212 the controller 126 de-energizes the heating device 132 in a manner to stop the heating of the fluid. In one embodiment, the controller 126 delivers a control signal to the relay 138 such that the circuit between the battery 136 and the heating coil 132 is opened, thereby de-energizing the coil 132. In a seventh control block 214, the controller 126 delivers an injection command signal to the injector 104 to begin the injection of fuel into the cylinder, thereby starting the engine.
In an alternative embodiment, the heating device 132 may be a glow plug, as illustrated in FIG. 4. One glow plug may be used to heat the fluid within the rail passage 130. In an alternative embodiment, one glow plug may be located adjacent to each of the rail branch passages. When the glow plug 132 is energized, i.e., the circuit between the glow plug 132 and the battery 136 is closed, the glow plug 132 begins heating the fluid.
In an alternative embodiment the heating device 132 and the temperature sensing device 124 may be located in the fluid sump 110.
Industrial Applicability
The present invention includes an apparatus adapted to heat actuating fluid in a rail passage 130 located within an engine. The rail passage 130, or manifold, is connected to a fluid inlet of at least one fuel injector 104. The apparatus includes a heating device 132 located within the rail passage 130. The heating device 132 is adapted to heat the actuating fluid, in response to a control signal. The apparatus also includes a temperature sensing device 124 located within the rail passage 130. The temperature sensing device 124 is adapted to sense a temperature of the actuating fluid and responsively generate a temperature signal. In the preferred embodiment, the apparatus also includes an electronic controller 126 adapted to receive the temperature signal, determine a temperature of the fluid, and responsively generate the control signal and deliver an injection command signal to the fuel injector.
In the preferred embodiment, when the operator desires to start the engine the controller 126 determines the temperature of the fluid. If the temperature is not above a predetermined threshold, indicating the fluid is to cold to achieve good engine performance, then the controller 126 sends a command signal to the heating device to begin heating the fluid. Once the fluid is heated to the desired temperature, the controller 126 disables the heating device 132 and sends an injection command signal to the injector to begin fuel injection into the cylinder in order to start the engine.
Other aspects, objects, and advantages of the present invention can be obtained from a study of the drawings, the disclosure, and the claims.

Claims (5)

We claim:
1. An apparatus adapted to heat actuating fluid in a rail passage located within an engine, the rail passage being connected to a fluid inlet of at least one fuel injector, comprising:
a heating device located within the rail passage, said heating device being adapted to heat the actuating fluid, said heating device being adapted to be energized in response to a control signal;
a temperature sensing device located within the rail passage, said sensing device being adapted to sense a temperature of the actuating fluid and responsively generate a temperature signal; and
a electronic controller adapted to receive said temperature signal, responsively determine a temperature of said actuating fluid, generate said control signal and deliver an injection command signal to the fuel injector in response to said actuating fluid temperature.
2. An apparatus, as set forth in claim 1, wherein said heating device includes at least one glow plug located within the manifold.
3. An apparatus, as set forth in claim 1, wherein said heating devices includes a heating coil located within the manifold.
4. A method of heating actuating fluid in a rail passage located within an engine, the rail passage being connected to a fluid inlet of at least one fuel injector, comprising the steps of:
determining a first temperature of the actuating fluid;
energizing a heating element located in the rail passage in response to the first temperature; and
delivering an injection command to the injector in response to the first temperature of the actuating fluid.
5. A method, as set forth in claim 4, further comprising the steps of:
comparing said first temperature to a temperature threshold;
energizing said heating element in response to said first temperature being less than said temperature threshold;
determining a second temperature;
comparing said second temperature to said temperature threshold; and
de-energizing said heating element when said second temperature is one of greater than and equal to said temperature threshold.
US09/218,960 1998-12-22 1998-12-22 Method for heating actuating fluid in a fuel system Abandoned USH1820H (en)

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Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004005694A2 (en) * 2002-07-02 2004-01-15 Greentech Motors (Israel) Ltd. Operating system, kit and method for engine
US20040173165A1 (en) * 2003-02-14 2004-09-09 Udo Sieber Methods for controlling direct start of an internal combustion engine
WO2005024225A1 (en) * 2003-09-01 2005-03-17 Audi Ag Fuel high-pressure injection system serving as a common-rail injection system
WO2005024224A1 (en) * 2003-09-01 2005-03-17 Audi Ag Method for controlling a fuel high-pressure injection system serving as a common rail injection system, and a fuel high-pressure injection system
FR2876161A1 (en) * 2004-10-01 2006-04-07 Renault Sas Common rail fuel injection system for flex engine, has fuel heating system integrated to common rail and comprising heating unit that is constituted of heating wire which is formed using rod
WO2006130938A1 (en) * 2005-06-06 2006-12-14 Robert Bosch Limitada A fuel-heating assembly and method for the pre-heating of fuel of an internal combustion engine
WO2007028663A1 (en) * 2005-08-05 2007-03-15 Robert Bosch Gmbh Fuel-injection system
US20090107473A1 (en) * 2007-10-26 2009-04-30 Continental Automotive Systems Us, Inc. Cold start structure for multipoint fuel injection systems
US20090199822A1 (en) * 2008-02-13 2009-08-13 Doherty Robert J Fuel delivery system for heating fuel therein
US20090241915A1 (en) * 2005-09-12 2009-10-01 Fiat Automoveis S.A. - Filial Mecanica Cold start up auxiliary system for alcohol and flex engines with air-inlet and alcohol warm up
US20100192879A1 (en) * 2009-02-03 2010-08-05 Ford Global Technologies, Llc Methods and systems for starting a vehicle engine
US20120204843A1 (en) * 2011-02-11 2012-08-16 Magneti Marelli Sistemas Automotivos Indústria e Comércio Ltda Fuel heater set with fuse effect
CN104405549A (en) * 2014-09-28 2015-03-11 长城汽车股份有限公司 Engine
WO2022133563A1 (en) * 2020-12-22 2022-06-30 Robert Bosch Limitada Device for heating fuel
DE102011007327B4 (en) 2011-04-13 2024-01-18 Robert Bosch Gmbh Injection device and internal combustion engine

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WO2005024225A1 (en) * 2003-09-01 2005-03-17 Audi Ag Fuel high-pressure injection system serving as a common-rail injection system
WO2005024224A1 (en) * 2003-09-01 2005-03-17 Audi Ag Method for controlling a fuel high-pressure injection system serving as a common rail injection system, and a fuel high-pressure injection system
DE10340160A1 (en) * 2003-09-01 2005-04-07 Audi Ag Method for controlling a high pressure fuel injection system as a common rail injection system and high pressure fuel injection system
DE10340159A1 (en) * 2003-09-01 2005-04-07 Audi Ag High pressure fuel injection system as common rail injection system
DE10340160B4 (en) * 2003-09-01 2013-08-01 Audi Ag Method for controlling a high pressure fuel injection system as a common rail injection system and high pressure fuel injection system
FR2876161A1 (en) * 2004-10-01 2006-04-07 Renault Sas Common rail fuel injection system for flex engine, has fuel heating system integrated to common rail and comprising heating unit that is constituted of heating wire which is formed using rod
WO2006130938A1 (en) * 2005-06-06 2006-12-14 Robert Bosch Limitada A fuel-heating assembly and method for the pre-heating of fuel of an internal combustion engine
US20090133676A1 (en) * 2005-06-06 2009-05-28 Fernando Lepsch Fuel-heating assembly and method for the pre-heating of fuel an internal combustion engine
US7942136B2 (en) 2005-06-06 2011-05-17 Fernando Lepsch Fuel-heating assembly and method for the pre-heating of fuel an internal combustion engine
US20080251605A1 (en) * 2005-08-05 2008-10-16 Gottlob Haag Fuel Injection System
US7669585B2 (en) 2005-08-05 2010-03-02 Robert Bosch Gmbh Fuel injection system
WO2007028663A1 (en) * 2005-08-05 2007-03-15 Robert Bosch Gmbh Fuel-injection system
US9097219B2 (en) 2005-09-12 2015-08-04 Fca Fiat Chrysler Automoveis Brasil Ltda. Cold start up auxiliary system for alcohol and flex engines with air-inlet and alcohol warm up
US20090241915A1 (en) * 2005-09-12 2009-10-01 Fiat Automoveis S.A. - Filial Mecanica Cold start up auxiliary system for alcohol and flex engines with air-inlet and alcohol warm up
US9046064B2 (en) 2005-09-12 2015-06-02 Fca Fiat Chrysler Automóveis Brasil Ltda Cold start up auxiliary system for alcohol and flex engines with air-inlet and alcohol warm up
US8646437B2 (en) * 2005-09-12 2014-02-11 Fiat Automotives S/A—Filial Mecanica Cold start up auxiliary system for alcohol and flex engines with air-inlet and alcohol warm up
US20090107473A1 (en) * 2007-10-26 2009-04-30 Continental Automotive Systems Us, Inc. Cold start structure for multipoint fuel injection systems
WO2009054885A1 (en) * 2007-10-26 2009-04-30 Continental Automotive Systems Us, Inc. Cold start structure for multi-point fuel injection systems
US8047182B2 (en) * 2008-02-13 2011-11-01 Millenium Industries Fuel delivery system for heating fuel therein
US20090199822A1 (en) * 2008-02-13 2009-08-13 Doherty Robert J Fuel delivery system for heating fuel therein
US8424496B2 (en) * 2009-02-03 2013-04-23 Ford Global Technologies, Llc Methods and systems for starting a vehicle engine
US20100192879A1 (en) * 2009-02-03 2010-08-05 Ford Global Technologies, Llc Methods and systems for starting a vehicle engine
US20120204843A1 (en) * 2011-02-11 2012-08-16 Magneti Marelli Sistemas Automotivos Indústria e Comércio Ltda Fuel heater set with fuse effect
US8936010B2 (en) * 2011-02-11 2015-01-20 Magneti Marelli Sistemas Automotivos Industria E Comercio Ltda Fuel heater with fuse effect
DE102011007327B4 (en) 2011-04-13 2024-01-18 Robert Bosch Gmbh Injection device and internal combustion engine
CN104405549A (en) * 2014-09-28 2015-03-11 长城汽车股份有限公司 Engine
WO2022133563A1 (en) * 2020-12-22 2022-06-30 Robert Bosch Limitada Device for heating fuel
US12006897B2 (en) 2020-12-22 2024-06-11 Robert Bosch Limitada Device for heating fuel

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