WO2019086659A1 - Procédé de détermination du module de compressibilité d'un carburant - Google Patents

Procédé de détermination du module de compressibilité d'un carburant Download PDF

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Publication number
WO2019086659A1
WO2019086659A1 PCT/EP2018/080148 EP2018080148W WO2019086659A1 WO 2019086659 A1 WO2019086659 A1 WO 2019086659A1 EP 2018080148 W EP2018080148 W EP 2018080148W WO 2019086659 A1 WO2019086659 A1 WO 2019086659A1
Authority
WO
WIPO (PCT)
Prior art keywords
pump
fuel
determining
inlet
pumping chamber
Prior art date
Application number
PCT/EP2018/080148
Other languages
English (en)
Inventor
Andrew Male
David J LANE
Original Assignee
Delphi Technologies Ip Limited
Delphi France Sas
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Delphi Technologies Ip Limited, Delphi France Sas filed Critical Delphi Technologies Ip Limited
Publication of WO2019086659A1 publication Critical patent/WO2019086659A1/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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
    • G01N33/22—Fuels; Explosives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • 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
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle

Definitions

  • the invention relates to a method for determining the bulk modulus of fuel in a high pressure fuel pump.
  • the invention has particular application to fuel pumps which include a plunger type arrangement adapted to pressurize fuel in a pumping chamber, and where fuel may be output to fuel injectors via e.g. a common rail system.
  • Fuel flow into a pressurizing chamber of a piston type pump is typically controlled by an inlet metering valve (IMV).
  • IMV inlet metering valve
  • the fuel is subsequently pressurized by such a plunger or piston, (typically cam driven) before the pressurized fuel is outlet, e.g. via a common rail, to fuel injection equipment.
  • the outlet of fuel from the chamber may take place under control of an Outlet Metering Valve (OMV).
  • OMV Outlet Metering Valve
  • a method of determining the bulk modulus of a fuel in a high pressure fuel pump system including a high pressure fuel pump comprising a cam driven piston adapted to reciprocate within a pumping chamber so as to pressurize fuel therein, an inlet valve located upstream of an inlet to said chamber adapted to be actuated so as to open the valve to allow fuel to pass into said chamber comprising of, during an expansion stroke, the following steps; a) determining the time point of the Top Dead Centre (TDC) of the piston;
  • TDC Top Dead Centre
  • step d) determining the bulk modulus from the results of step c), the pump chamber dead volume and the outlet pressure of the pump and the inlet pressure of the pump.
  • Vpcdv is the pumping chamber dead volume
  • Vpcvc is pumping chamber volume determined from step c
  • Po is the pump outlet pressure
  • Pi is the pump inlet pressure
  • the inlet pressure Pi may be assumed to be zero.
  • the inlet valve may be a solenoid actuator valve
  • step b) may comprise monitoring the current or voltage through across the solenoid coil and detecting a signal glitch indicative of valve opening.
  • Step b) may comprise detecting a pulse on an accelerometer signal, the accelerometer located on or adjacent to the inlet valve or pump, said pulse indicative of the inlet valve opening
  • Step c) the pumping chamber volume change may be determined from the cam speed, cam profile, pumping chamber dimensions and the time points determined in steps a) and b).
  • the pump system may include a common rail connected to the outlet of the pumping chamber, said common rail including a pressure sensor and where the outlet pressure determined in step is measured form said pressure sensor.
  • Figure 1 shows a plot of pressure against volume during a pumping cycle with respect to the pumping chamber, as well as the corresponding cam angle and piston lift;
  • Figures 2 and 3 show the voltage/current signal in a solenoid actuator of an inlet valve against (plunger position) cam angle at two pump speeds
  • Figure 4 shows a flowchart of the methodology in an example of the invention.
  • a piston /plunger arrangement where the plunger is adapted to reciprocate so as to pressurize fuel in a pumping chamber.
  • the plunger is typically driven by a cam.
  • An inlet valve upstream of the pumping chamber controls the flow of fuel into the pumping chamber via a respective inlet valve and an outlet valve (typically a non- return valve) downstream of the pumping chamber, which is adapted to regulate the flow of pressurize fuel from an outlet of the pumping chamber.
  • Fuel is subsequently delivered to e.g. an accumulator volume such as a common rail for delivery to fuel injectors.
  • FIG. 1 upper plot shows a plot 1 of pressure against volume during a pumping cycle with respect to the pumping chamber.
  • This PV diagram/plot shows a full pumping cycle; D to A shows the filling stroke where the plunger moves down as a result of cam movement to draw fuel into the pumping chamber, process A to B is the pressurization stroke (compression stroke), where the piston move upwards to compress fuel, process B to C is the delivery stroke where pressurized fuel is exited out the chamber via an outlet and process C to D is the expansion process at the end of the pumping stroke.
  • the bottom plot 2 shows the corresponding plunger lift and cam angle.
  • the Top Dead Centre (TDC) is shown by the vertical line on the left of the figure and marked as such.
  • the expansion process (C to D) is dependent on the fuel bulk modulus. During this time there is no fuel flow into the pressurization chamber as inlet valve is closed. Thus the fuel in the dead space is de-compressed (expanded) as the pressure is reduced consequent to the volume of the chamber increasing on the down stroke.
  • the inlet pressure is very small and may be assumed in examples to be zero.
  • the inlet valve is hydraulically unbalanced and cannot open until pressure in the pumping chamber has dropped to low levels (a few bar ⁇ supply pressure), this indicates the end of the expansion process. Therefore the lower the bulk modulus, the longer the timing (delay) for the valve to open after TDC and vice versa.
  • TCD time between TDC and the inlet valve opening
  • inlet valves such as inlet metering valves are electrically operated by a solenoid operated actuator.
  • a glitch signal is the voltage waveform created in the solenoid coil when armature moves. This is due to residual magnetism in the solenoid components that provides a magnetic field, the motion of the armature distorts the magnetic field around the coil wires and this induces a voltage in the solenoid coil (Faraday's Law).
  • the ECU can potentially capture and analyse this waveform and determine timing. Glitches can be determined by looking at the trace of the voltage or current signal through or across the solenoid (actuator). The first or second derivative of this signal can be used to further identify the glitch. Such techniques or glitch identification are well known in the art.
  • the graphs of figures 2 and 3 below show the voltage/current signal 3in the solenoid actuator of an inlet valve against (plunger position) cam angle at two pump speeds. In both cases there are low delivery rates of fuel hence the close proximity of the chopping voltage to TDC (90 degrees).
  • the graphs show the timing of the glitches marked by the vertical lines 4. Vertical lines 5 and 6 mark the start and end of the selection window, for capturing the glitch.
  • the glitch thus can be used to determine the timing of the opening of the inlet valve after TDC.
  • Other methods comprise detecting a pulse on an accelerometer signal, the accelerometer located on or adjacent to the inlet valve or pump, said pulse indicative of the inlet valve opening
  • the glitch signal/ pulse time is used to determine the time point of the opening of the inlet valve; in other words by analyzing the timing of a glitch signal in the solenoid coil drive circuit caused by the opening of the inlet valve. Knowing the time point of TDC and the opening time of the inlet valve means the value of Ted, that is the expansion time, can be determined.
  • Vpcvc the pumping chamber volume change, Vpcvc, during expansion (from point C to D) can be determined. So in other words the value of Vpcvc can be determined from the cam profile, chamber diameter and time of inlet valve opening, knowledge of when TDC is and cam speed. In other words the cam speed, time point of TDC and time point of inlet valve opening, allow the determination of the distance swept during expansion to be determined, and with chamber diameter, the chamber this swept volume can be determined.
  • V is the initial volume which is the pump chamber dead volume Vpcdv, known from the pump design geometry
  • dV is the pumping chamber volume change so Vpcvc
  • dP is difference between outlet (rail) pressure and inlet pressure.
  • K - Vpcdv (Vpcvc/(Po-Pi) ) where Po is the outlet pressure and Pi is the inlet pressure to the chamber.
  • outlet pressure Po can be assumed to be the rail pressure.
  • the advantage of this is that pressure sensors are standardly fitted to common rails. Pi is very small and may be assumed to be zero. So to recap the timing of the opening of the inlet valve is may in examples be dependent on following parameters: cam profile, rail pressure, pumping chamber dead volume and bulk modulus. Thus with a known cam profile, rail pressure and pumping chamber dead volume, the variation of timing of the opening of the inlet valve after TDC will be due to fuel bulk modulus alone.
  • rail pressure is measured (or pressure downstream of the pumping chamber i.e. pressure of pressurized fuel), the timing of the glitch signal of the inlet valve solenoid is determined, the cam speed determined and the TDC point determined and with the pump cylinder diameter, these variables used to determine the bulk modulus.
  • FIG 4 shows an example of the invention which is a flowchart of the methodology and timeline of calculation of fuel bulk modulus.
  • step SI after the plunger reaches TDC it moves down, as this process progresses the fuel in the chamber expands before the inlet valve is opened. This is equivalent to moving from point C to D in figure 1.
  • the expansion takes place over time period Ted, that is the time between point C and point D.
  • step S2 as a consequence the fuel in the chamber drops form rail pressure to substantially zero.
  • step S3 the inlet valve is opened by the solenoid actuator thereof; during. This time in step S4 the signal of the solenoid is monitored for the glitch to detect opening time. Alternatively a pulse on an accelerometer on the fuel pump is detected
  • step S5 the with knowledge of the time of TDC of the plunger, and time of valve opening time form step S4, the expansion time TCD can be determined.
  • the pumping chamber volume change during expansion Ppcvc
  • step S6 the pumping chamber volume change during expansion
  • step S6 the pumping chamber volume change during expansion
  • step S6 the pumping chamber volume change during expansion
  • step S6 the pumping chamber volume change during expansion
  • step S6 the pumping chamber volume change during expansion
  • step S6 the measured rail pressure Po (from step S8) to determine the bulk modulus. Assuming zero pressure at the end of the expansion, the bulk modulus is determined from the following equation:

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Biochemistry (AREA)
  • Medicinal Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Analytical Chemistry (AREA)
  • Food Science & Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Immunology (AREA)
  • Pathology (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un procédé de détermination du module de compressibilité d'un carburant dans un système de pompe à carburant haute pression, ledit système comprenant une pompe à carburant haute pression comprenant un piston entraîné par une came conçu pour effectuer un mouvement de va-et-vient à l'intérieur d'une chambre de pompage de façon à mettre sous pression le carburant à l'intérieur de cette dernière, une soupape d'admission située en amont d'une entrée vers ladite chambre conçue pour être actionnée de manière à ouvrir la soupape pour permettre au carburant de passer dans ladite chambre comprenant, pendant une course d'expansion, les étapes suivantes consistant à ; a) déterminer le moment du point mort haut (PMH) du piston ; b) déterminer le moment d'ouverture de la soupape d'admission ; c) déterminer le changement de volume de la chambre de pompage entre les moments déterminés lors des étapes a) et b) ; d) déterminer le module de compressibilité à partir des résultats de l'étape c), du volume mort de la chambre de pompe et de la pression de sortie de la pompe et de la pression d'entrée de la pompe.
PCT/EP2018/080148 2017-11-06 2018-11-05 Procédé de détermination du module de compressibilité d'un carburant WO2019086659A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1718312.0A GB2568090A (en) 2017-11-06 2017-11-06 Method for determining the bulk modulus of a fuel
GB1718312.0 2017-11-06

Publications (1)

Publication Number Publication Date
WO2019086659A1 true WO2019086659A1 (fr) 2019-05-09

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PCT/EP2018/080148 WO2019086659A1 (fr) 2017-11-06 2018-11-05 Procédé de détermination du module de compressibilité d'un carburant

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GB (1) GB2568090A (fr)
WO (1) WO2019086659A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012223645B3 (de) * 2012-12-18 2014-02-27 Continental Automotive Gmbh Verfahren zum Betreiben eines Kraftstoffeinspritzsystems und Kraftstoffeinspritzsystem
DE102012107596A1 (de) * 2012-08-20 2014-03-13 Denso Corporation Hochdruckpumpe und Verfahren zum Betrieb einer Hochdruckpumpe
DE102014206442A1 (de) * 2014-04-03 2015-10-08 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben eines Druckspeichers, insbesondere für Common-Rail-Einspritzsysteme in der Kfz-Technik

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7523723B2 (en) * 2006-08-11 2009-04-28 Gm Global Technology Operations, Inc. System and method for determining ethanol content in fuel
JP4844651B2 (ja) * 2009-06-19 2011-12-28 株式会社デンソー データ記憶装置
EP2835518A1 (fr) * 2013-08-05 2015-02-11 Delphi International Operations Luxembourg S.à r.l. Procédé pour déterminer le module de compressibilité d'un combustible
SE539683C2 (sv) * 2013-11-08 2017-10-31 Scania Cv Ab Förfarande för bestämning av bulkmodulen hos bränslen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012107596A1 (de) * 2012-08-20 2014-03-13 Denso Corporation Hochdruckpumpe und Verfahren zum Betrieb einer Hochdruckpumpe
DE102012223645B3 (de) * 2012-12-18 2014-02-27 Continental Automotive Gmbh Verfahren zum Betreiben eines Kraftstoffeinspritzsystems und Kraftstoffeinspritzsystem
DE102014206442A1 (de) * 2014-04-03 2015-10-08 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben eines Druckspeichers, insbesondere für Common-Rail-Einspritzsysteme in der Kfz-Technik

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GB201718312D0 (en) 2017-12-20
GB2568090A (en) 2019-05-08

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