WO2017175202A1 - Discontinuous control of electrical fuel pump for an engine - Google Patents

Discontinuous control of electrical fuel pump for an engine Download PDF

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Publication number
WO2017175202A1
WO2017175202A1 PCT/IB2017/052039 IB2017052039W WO2017175202A1 WO 2017175202 A1 WO2017175202 A1 WO 2017175202A1 IB 2017052039 W IB2017052039 W IB 2017052039W WO 2017175202 A1 WO2017175202 A1 WO 2017175202A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
pump
engine
injector
pressure
Prior art date
Application number
PCT/IB2017/052039
Other languages
French (fr)
Inventor
Navid RAHIMI
Original Assignee
Rahimi Navid
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to IR139550140003000520 priority Critical
Priority to IR550140003000520 priority
Application filed by Rahimi Navid filed Critical Rahimi Navid
Publication of WO2017175202A1 publication Critical patent/WO2017175202A1/en

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D35/00Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/025Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/009Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/06Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/3082Control of electrical fuel pumps
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/40Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00Fuel-injection apparatus characterised by being operated electrically
    • F02M51/04Pumps peculiar thereto
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/04Engine intake system parameters
    • F02D2200/0406Intake manifold pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other 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
    • F02M63/02Fuel-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
    • F02M63/0225Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems

Abstract

Discontinuous control of electrical fuel pump 3 on an electronic control unit 10 for an injector 6 in a fuel supply system 1 within an engine, the injector 6 being associated with a source of pressurized fuel 5 and pressure regulator 4, the ECU 10 is provided with the pump voltage control unit 11 in which the voltage of the fuel pump 3 is controlled discontinuously. Decreasing the pump voltage causes a fast reduction in the fuel injection rate while the injector 6 is approaching the lower limit of its relevant minimum injection pulse (MIP).

Description

Discontinuous Control of Electrical Fuel Pump for an Engine
Description
Technical Field
[0001] The present invention relates to discontinuous controlling of a fuel pump voltage for the inlet pressure of the injector and providing a wide range of fuel injection rate in every cycle of the fuel injection in internal combustion engines.
Background Art
[0002] Since the invention of the injection engines, fuel pump and regulator have had the role of providing constant pressure for the injectors. The problem with these systems is the inability of the injection in less than the period of minimum injection pulse (MIP). The minimum injection pulse (MIP) relates to the shortest pulse signal that an electronic control unit (ECU) applies to an injector with which the injection is initiated.
[0003] If the ECU had the ability of controlling the inlet pressure of the injector, this limitation can be solved. Accordingly, at lower speeds in which the injection time should be less than the MIP of the injector, the problem can be resolved by reducing the pressure. Furthermore, at higher speeds when more fuel is needed, the ECU can increase the pressure, to compensate for lack of fuel.
[0004] In many known systems associating with internal combustion engines, controlling of fuel pump voltage or fuel pump current is used. In these systems, fuel pump voltage continuously varies by a change in air intake throttle valve position or by an existence of fuel pressure difference in common rail in accordance with a reference fuel pressure. To be more precise in these systems the fuel pressure is converged to the common rail reference pressure by controlling the pump rotation speed continuously.
[0005] Although in these systems there are provided models for controlling continuous pump voltage, but in many circumstances these systems do not have the possibility of rapid change in the amount of fuel injection rate. For example, in engine acceleration at which a sudden opening of the air intake throttle valve happens, in engine deceleration at which a sudden closing of the air intake throttle valve happens, or even in constant engine speed of 1000 rpm with a fixed status of air intake throttle valve, in all previous mentioned circumstances, discontinuous changes in the amount of air intake occur. Because these systems don't have the possibility of rapid change in the amount of fuel injection rate, therefore, environmental pollutants increase in the above conditions.
[0006] Another disadvantage of this system is that if a sudden drop in fuel pump pressure occurs, there is no possibility of sudden pressure drop on injectors, unless with a gradual consumption of fuel, because there is an internal one-way check valve inside fuel pump outlet port. But without using a one-way check valve in a fuel supply system, fuel may return back into a fuel tank and needs air bleeding of fuel supply system for new starting operation of fuel pump. [0007] It is therefore an object of the present invention to provide a discontinuous fuel pump controlling system in order to fast regulation of the fuel injection amount in the minimum injection pulse (MIP) conditions and overcoming all of the mentioned problems.
Disclosure of Invention
[0008] According to a first aspect of the present invention, an electronic control unit (ECU) calculates a mass of air intake value and an injection pulse width according to an amount of air intake pressure. If the pulse width value is less than a minimum injection pulse width (MIP), a fuel pump control unit changes a reference voltage of the fuel pump in a way that the amount of injecting flow rate at the MIP period is regulated with an adequate fuel amount. Therefore, the fuel pump voltage can be changed discontinuously in every cycle of the injection within an engine.
[0009] Where a drain fuel of a pressure regulator consumes more energy for returning the fuel into a fuel tank, and consequently consumes more electrical current, therefore the threshold pump voltage is determined in a way that the pressure regulator starts to open the drain port. In the other hand, when the fuel pump control unit is activated, no drain fuel of the pressure regulator returns back into the fuel tank. So in this case, the outlet pressure of the fuel pump is changing linearly in the compare with fuel pump voltage.
[0010] According to a second aspect of the present invention when the fuel pump control unit is activated, an internal one-way check valve inside the fuel pump should be removed or inactivated in order to have the possibility of rapid reduction in the fuel pump when a drop voltage is happened within the fuel pump. But, activating of fuel pump control unit is subject to evacuating of gas such as air or fuel vapor within a fuel pressure passage from the fuel pump to the pressure regulator (air bleeding) in the fuel supply system.
[0011] Moreover if it is needed, in order to be assured that the air bleeding of the fuel supply system is performed, the fuel pump can drive with the fuel pump maximum voltage for a specific period of time when the engine ignition switch is turned on, in order to completely evacuate gas such as air or fuel vapor from the fuel supply system by returning the drain fuel of the pressure regulator into the fuel tank. Thus, when the engine restart operation by turning on the engine ignition switch, the air bleeding process is done for the fuel supply system and the fuel supply system is ready to inject the injection fuel amount which is calculated by the ECU.
Brief Description of Drawings
[0012] In order that the present invention may be more easily understood from the following detailed description, reference will now be made with examples, to the accompanying drawings, in which:
Figure 1 shows a schematic view of a fuel supply system within cylinder of an engine according to a first embodiment of the present invention; Figure 2 shows a relationship between drain flow rate of pressure regulator, injector flow rate and pump pressure with respect to pump voltage in a first embodiment of the present invention;
Figure 3 illustrates a flowchart of pump voltage control routine in a first embodiment of the present invention;
Figure 4 shows a schematic view of anti-drain check valve removal in outlet port of electrical fuel pump according to a second embodiment of the present invention;
Figure 5 illustrates a flowchart of fuel system air bleeding routine in a second embodiment of the present invention;
Figure 6 is a plot showing an example of pump voltage variation compared with intake pressure variation with respect to time at constant speed of 1000 rpm for single cylinder engine according to the present invention;
Figure 7 is a plot showing an example of pump voltage variation compared with intake pressure variation with respect to time in acceleration and deceleration running mode for single cylinder engine according to the present invention;
Best Mode for Carrying Out the Invention
[0013] Figure 1 shows a representation of a fuel supply system 1 within an engine according to the first embodiment comprising a fuel tank 2, an electric fuel pump 3, a pressure regulator 4, a common rail (source of pressurized fuel) 5, a plurality of injectors 6, a drain pipe 7, a fuel pressure pipe 8, a pump strainer 9, an electronic control unit 10, a pump voltage control unit 11 , an air intake pressure sensor 12, a cylinder temperature sensor 13, a crankshaft position sensor 14 and a battery 15.
[0014] In use the ECU 10 controls pressure of the fuel line 8 from the tank 2 to the common rail 5 by the electrical fuel pump 3. The pump voltage control unit 11 regulates voltage of the fuel pump 3 according to the required pressure of the fuel line 8 which is calculated by the ECU 10. The ECU 10 also controls the operation of the injectors 6 and receives sensor data of the air intake pressure sensor 12, cylinder temperature sensor 13 and crankshaft position sensor 14.
[0015] The ECU 10 controls the voltage of fuel pump 3 in accordance with mapped data which is illustrated in Figure 2. The pump voltage varies between 0 V to pump threshold voltage Vp Th 18 in pump control voltage mode as shown in Figure 3 and it reaches the pump maximum voltage Vp max 31 in air bleeding mode of fuel system as shown in Figure 5. When the fuel pump works less than the pump threshold voltage Vp Th 18 the pressure regulator 4 doesn't return any drain flow to the tank as shown in trace 27. In this case, as the pump pressure changes linearly 23, the injector flow rate has also linear variations 25. When the pump voltage passes the pump threshold voltage 18, the drain flow of the pressure regulator 4 starts to increase linearly as shown in trace 28. At this state, the pump pressure and injector flow rate diagrams become constant as shown in trace 24 and trace 26. The air bleeding of fuel system happens when the pump voltage reaches the maximum value at the point of 19. [0016] Figure 3 is a flow chart showing the pump voltage control routine in accordance with the first embodiment of the present invention. The control routine is performed to control the fuel pressure of common rail 5 and starts after the engine ignition switch is turned on (not shown) and repeats at every four-stroke cycle over two engine revolutions.
[0017] In Step 29 the ECU 10 Measures minimum pressure (Pmin ) of the air intake pressure sensor 12 and reads data (TCyl ) from the cylinder temperature sensor 13. In Step 30 the ECU 10 calculates mass of the air intake flow rate (MAir) according the values of minimum pressure (Pmin ) and cylinder temperature (TCyl).
[0018] In Step 31 the ECU 10 initiates the pump voltage value (VP) to the pump threshold voltage (VP _Th). At this voltage the pump pressure 20 and the injector flow rate 21 are at maximum value. In Step 32 the ECU 10 calculates the fuel rate amount (MFuel ) according to the pump maximum pressure 20. Then, in Step 33 the ECU 10 calculates the injection pulse width (Ipw) in accordance with the amount of MFuel and the amount of maximum injector flow rate 21.
[0019] In Step 34 the ECU 10 determines whether the air bleeding mode is activated from data (SAir Bleed ) stored in a ROM (not shown) that will be illustrated further in Figure 5. With a NO determination, a Step 36 compares the injection pulse width Ipw to the minimum injection pulse (MIP). If the injection pulse width Ipw is less than the minimum injection pulse (MIP), a Step 37 continues to perform a reduction in pump voltage (VP) in a way that both values become equal (Ipw = MIP). The Step 37 calculates the reduction rate in pump voltage (VP) according to the charts 23 and 25 in Figure 2. Then, the Step 32 continues to perform the calculation of fuel rate amount MFuel according to the new value of pump voltage (VP).
[0020] After the injection pulse width Ipw rises above or equal to the minimum injection pulse (MIP), a Step 38 follows the Step 36 and waits until the crankshaft position sensor receives a signal in order to start the injecting process.
[0021] It is to be noted that, when the Step 34 determines YES, a Step 35 continues to set the pump voltage value (VP) to the pump maximum voltage (VP max ). In this condition, drain flow rate 22 of the pressure regulator 4 has the maximum value. This results in a fast gas removal from the common rail 5 in the air bleeding process which will be illustrated further in Figure 5. After the Step 35 finished, the Step 38 continues to detect the crankshaft position signal described above.
[0022] When the Step 38 detects the signal of crankshaft position signal, then a Step 39 continues to perform the injection process with the calculated pulse width Ipw and sends the calculated pump voltage signal to the pump voltage control unit 11.
[0023] The above process steps can then be repeated for each injector within an every four-stroke cycle of the engine system.
[0024] In the second embodiment illustrated in Figure 4, the fuel pressure pipe 8 in the fuel supply system 1 , shouldn't consist of any one-way check valve in order to provide the fast pressure reduction in common rail 5. Therefore, the internal one-way check valve 41 should be removed from the pump outlet port 40 or a fuel pump with no internal one-way check valve should be applied for this purpose.
[0025] Figure 5 is a flow chart showing the air bleeding routine in accordance with the second embodiment of the present invention. The air bleeding process is to remove the gas such as air or fuel vapor from the fuel supply system 1 , the source of pressurized fuel 5 and the fuel pressure pipe 8. The control routine starts after the ignition switch (not shown) is turned on. In Step 50 the ECU 10 initiates the value of air bleeding mode (SAir _Bleed = 1) into ROM (not shown). In Step 51 the ECU 10 stores the value of SAir Bleed into ROM (not shown).
[0026] A Step 52 determines whether the air bleeding mode is deactivated (SAir _Bleed = 0) . With No determination in a Step 53 a timer (not shown) is set to zero (T^ = 0). Then, in a Step 54 the ECU 10 waits until the timer rises above the reference time (Tref) for activating the air bleeding mode.
[0027] After NO determination of the Step 54, a Step 55 continues to deactivate the air bleeding mode by setting the value SAir _Bleed to zero. Then the Step 52 follows the normal control of the air bleeding routine.
[0028] Figure 6 shows an example of discontinuous control of electrical fuel pump 3 over time in a constant engine speed of 1000 rpm for a single cylinder engine in a motorcycle. Trace 61 shows a pump voltage variation and trace 62 shows the intake air pressure over time. Two sample pressure points 63 and 64 are shown (corresponding to minimum pressure measured by an air intake pressure sensor over two cycles of a four-stroke engine). A sample pressure point 65 shows an example of a discontinuous drop voltage of the fuel pump 3. A sample pressure point 66 shows an example of a discontinuous rise voltage of the fuel pump 3.
[0029] Figure 7 shows an example of discontinuous control of electrical fuel pump 3 over time in different speeds and different throttle valve angle (not shown) of a single cylinder engine in a motorcycle. Trace 71 shows a pump voltage variation and trace 72 shows the intake air pressure over time while the engine speed is not constant. A sample point 73 shows minimum intake air pressure value in some cycles and a sample point 74 shows a corresponding pump voltage which has the pump threshold voltage of 6.4V. In this condition, the throttle valve (not shown) is opened in a way that the minimum intake air pressure is increasing from 32kPa in point 75 to 60kPa in point 73.
[0030] While the best mode contemplated for carrying out the invention has been described in detail, those familiar with the art to which this invention relates will recognize various alternative designs and embodiments for practicing the invention as defined by the following claims.
Industrial Applicability
[0031] The proposed discontinuous control of electrical fuel pump can be applied for single cylinder in internal combustion engines (e.g., scooters, motorcycles, automotives, vehicles); it can be retrofitted to existing multiple cylinder internal combustion engines (e.g., scooters, motorcycles, automotives, vehicles) as well.

Claims

Claims
1. A fuel supply system within an engine having a fuel tank and an electronic control unit (ECU) for controlling flow rate of an injector with a determined minimum injection pulse (MIP), the injector being associated with a source of pressurized fuel, comprising:
a) An electric fuel pump with no internal one-way check valve for supplying fuel in the fuel tank to the engine thereby to have an ability of rapid reduction in fuel pressure of the source of pressurized fuel; and
b) Fuel pump discontinuous control means for discontinuous controlling a pump voltage set point of the fuel pump associating with the ECU thereby to reduce a flow rate of the injector in the MIP conditions by a corresponding reduction ratio of a pump threshold voltage for every cycle of an injection within the engine.
2. The fuel supply system according to claim 1 , Wherein:
The fuel pump discontinuous control means drives the fuel pump by a voltage between 0V and pump threshold voltage during the controlling phase, said fuel pump discontinuous control means driving the controlling phase when the fuel supply system does not operate in an air bleeding mode or the source of pressurized liquid fuel is evacuated from gas such as air or fuel vapor.
3. A fuel supply system within an engine having a fuel tank for controlling flow rate of an injector with a determined minimum injection pulse (MIP), the injector being associated with a source of pressurized fuel and corresponding to a pressure regulator, comprising:
a) An electric fuel pump with no internal one-way check valve for supplying fuel in the fuel tank to the engine thereby to have an ability of rapid reduction in fuel pressure of the source of pressurized fuel; and
b) Fuel pump control means for driving the fuel pump by a maximum pump voltage during an air bleeding mode thereby to evacuate gas such as air or fuel vapor from the source of pressurized fuel within a fuel drain of the pressure regulator.
4. The fuel supply system according to claim 3, Wherein:
The fuel pump discontinuous control means drives at an engine starting operation during the air bleeding mode for a specific period of time thereby to evacuate the total gas from the source of pressurized fuel.
PCT/IB2017/052039 2016-04-09 2017-04-08 Discontinuous control of electrical fuel pump for an engine WO2017175202A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
IR139550140003000520 2016-04-09
IR550140003000520 2016-04-09

Publications (1)

Publication Number Publication Date
WO2017175202A1 true WO2017175202A1 (en) 2017-10-12

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PCT/IB2017/052039 WO2017175202A1 (en) 2016-04-09 2017-04-08 Discontinuous control of electrical fuel pump for an engine

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06159118A (en) * 1992-11-17 1994-06-07 Mazda Motor Corp Fuel control device for engine
JP2006070730A (en) * 2004-08-31 2006-03-16 Mazda Motor Corp Control device of engine
CN1763358A (en) * 2004-10-20 2006-04-26 北京交通大学 Electrically controlled multi-point sequential injection system and control method for natural gas engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06159118A (en) * 1992-11-17 1994-06-07 Mazda Motor Corp Fuel control device for engine
JP2006070730A (en) * 2004-08-31 2006-03-16 Mazda Motor Corp Control device of engine
CN1763358A (en) * 2004-10-20 2006-04-26 北京交通大学 Electrically controlled multi-point sequential injection system and control method for natural gas engine

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