WO2020132727A1 - Method for optimized fuel injection in diesel fuel pump systems - Google Patents

Method for optimized fuel injection in diesel fuel pump systems Download PDF

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Publication number
WO2020132727A1
WO2020132727A1 PCT/BR2019/050539 BR2019050539W WO2020132727A1 WO 2020132727 A1 WO2020132727 A1 WO 2020132727A1 BR 2019050539 W BR2019050539 W BR 2019050539W WO 2020132727 A1 WO2020132727 A1 WO 2020132727A1
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WIPO (PCT)
Prior art keywords
resistance
pump
cycle
values
fact
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PCT/BR2019/050539
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French (fr)
Portuguese (pt)
Inventor
Eduardo LEMOS JUNIOR
Bruno VIANA CONTIN HUNGER
Anderson CORTEZ GONSALVES
Avelino Elias MARTINS DE SOUZA
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Robert Bosch Limitada
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Publication of WO2020132727A1 publication Critical patent/WO2020132727A1/en

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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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • 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
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series

Definitions

  • the present invention relates to the technological area of fuel injection in diesel fuel pump systems, more specifically a method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, through opening time compensation in an electrical circuit.
  • the world of diesel injection is a world of superlatives.
  • the needle of a commercial vehicle's injection nozzle valve will open and close more than a billion times in the course of its useful life. It provides a reliable seal at pressures up to 2,200 bar and has to withstand many other stresses, such as: shocks caused by rapid opening and closing, and in passenger cars this can happen as often as 10,000 times per minute if there are phases pre and post injection, it must also withstand the stresses related to high flow during fuel injection, and the pressure and temperature of the combustion chamber.
  • the pressure in the injection chamber can be as high as 2200 bar, and the injection duration is 1 to 2 milliseconds.
  • the amounts of fuel injected into a car engine vary between 1 mm 3 in the pre-injection and 50 mm 3 in the amount of fuel injected at full load; on a commercial vehicle between 3 mm 3 in pre-injection and 350 mm 3 at full load. This amount of fuel is forced at a speed of 2000 km / h through an opening less than 0.25 mm 2 in the space of just 2 milliseconds.
  • the ECU detects the exact moment when the valve closes and adjusts the closing period to compensate for any anticipation or delay during the closing period. This function ensures that the control valve remains with the same closed duration (same restriction period) and, consequently, improving the repeatability of the pump output (between the pump and the same overflowing time of the pump).
  • the purpose of the present invention is to obtain a method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit.
  • the present invention aims to provide a method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit, the method comprising the steps of:
  • step iv. compare the resistance value measured in step iii with a resistance value in the value map generated in step ii;
  • FIG. 1 is a perspective illustration of the installation of an injection system in a diesel engine
  • FIG. 1 is a sectional view of the injection system illustrating the design of a pump unit for commercial vehicles
  • FIG. 3 is a sectional view of a part of the pump illustrating its principle of operation
  • FIG. 4 is a graph of the variation of fuel injected in the current condition
  • FIG. 5 is a graph with the behavior of the current profile in state-of-the-art unit pumps, which do not use the method object of the present invention
  • FIG. 6.1 is a graph of the profile / duration of the valve energization and the behavior of the injection control currently used in unit pumps;
  • FIG. 6.2 is a graph that illustrates the relation of the time interval after the pump stops being energized, without the function for temperature compensation;
  • FIG. 7.1 is a graph of the profile / duration of the valve energization and the behavior of the injection control, using the method object of the present invention.
  • FIG. 7.2 is a graph that illustrates the relation of the time interval after the pump stops being energized, after compensation of the profile / duration of the valve energization, using the method object of the present invention
  • FIG. 9 illustrates the method for optimized fuel injection in diesel fuel pump systems, object of the present invention.
  • the final consequence of this monitoring of the solenoid resistance and the adjustment of the electric current would be a stable injected quantity, regardless of the operating temperature.
  • Figure 1 is an illustration of the installation of an injection system in a diesel engine where it is possible to check the stepped support of the injector 1, the combustion chamber 20, the unit pump 30, the camshaft 13 of the motor, the pressure fitting 2, the high pressure line 3, the solenoid valve 70, the return spring 23 and the eccentric roller 9, these components already mounted on the motor
  • FIG. 2 illustrates the design of a pump unit for commercial vehicles where it is possible to clearly identify: a stepped injector support 1 or “stepped nozzle holder", a pressure fitting 2 or “pressure fitting”, a high line pressure 3 or “high-pressure line”, a connector 4, a stroke stop 5 or “lift stop”, a solenoid valve needle 6, a plate or plate 7, a pump housing 8, a high pressure chamber 9 or chamber of the element, a pump plunger 10, engine block part 1 1, ratchet pin 12 or “roller-tapped pin”, camshaft 13, spring seat 14, solenoid valve spring 15, valve housing 16 with coil and magnetic core, a valve seat plate 17, an intermediate plate 18, a seal 19, a fuel supply line 20, a fuel return line 21, a pump piston 22 with retainer, a spring return 23 or “tappet spring", an eccentric body 24 or “tapped body”, a spring seat 25, an eccentric shaft 26 or “roller tapped” and an eccentric roller 27 or “tappet roller”.
  • a stepped injector support 1 or "stepped nozzle holder
  • FIG 3 illustrates the upper part of the pump 30 showing its working principle in which it is possible to check the needle 6 in the open, partially open and closed position in relation to the stroke limiter 5 and it is also possible to check the discharge chamber pressure 9, valve housing 16 with coil and magnetic core, solenoid valve spring 15.
  • FIG 4 shows a graph of the variation of fuel injected by a unit pump 30 in the current condition, where there is still no measurement of resistance, based on the revolutions per minute "RPM", in temperature and the energization time, the injected amount decreases over time after the energization is interrupted.
  • Figure 5 in turn illustrates a graph with the behavior of the current profile from the moment the energization is interrupted and in the sequence a second graph is illustrated considering an interval / delta of time while the current decreases until practically reaching the point without any current. This is important because it allows an analysis of how much less time the valve should be energized, in order to compensate for the injection time.
  • figures 6.1 and 6.2 illustrate the profile / duration of the valve energization and the behavior of the injection control currently used in unit pumps.
  • the profile / duration of the valve energization is a variable that depends on the signal of the electric current, in relation to time, being that during the injection cycle and while the BIP detection function is acting and, therefore, controlling the entry of fuel in the pump, the valve energization time allows the adjustment of the quantity injected into the pump.
  • valve energization profile / duration affects the pump's fuel delivery, in other words, the time delta interferes with the resistance, which for in turn interferes with the valve closing time, or even that the temperature of the solenoid coil is influenced by the uncontrolled step, as can be seen in the following list.
  • Figures 7.1 and 7.2 illustrate graphs where the correction of the fuel injection based on the based on the revolutions per minute "RPM", on the temperature and on the energization time, significantly improve the fuel injection waste, if compensating the valve energization time based on the mentioned parameters.
  • figures 6.1, 6.2, 7.1 and 7.2 respectively illustrate the fuel output behavior of the pump without and with function for temperature compensation, based on the measurement of resistance and adjustment of the electrical signal. With this it is possible to identify the method object of the present invention by measuring the electrical resistance during the operation of the pump and adjusting the electrical signal, to a resistance value.
  • the method for optimized fuel injection in diesel fuel pump systems by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit, the method comprising the steps of:
  • step iv. compare the resistance value measured in step iii with a resistance value in the value map generated in step ii;
  • the method allows to collect resistance values in real time and generally in a time interval between 0.35 and 0.5 milli seconds, considering each cycle and each system pump.
  • the resistance is only measured after the interruption of the electric current signal, to then be compared with resistance values from the map and only then the valve closing time is corrected, that is, the correction the energization time based on the comparison of the values of the measured resistance and the resistance of the value map, happen in the next cycle, in each of the pumps.
  • the correction of the solenoid valve energization time occurs only by the resistance value measured in each of the pumps, through the temperature, and the correction of the solenoid valve energization time ensuring a variation in the amount of fuel injected between 3 and 4 mm 2 .
  • the correction function presented by the present invention can be applied to any product that has an electromagnetic valve activated by an electrical signal and without additional control after switching off the control.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

The present invention relates to a method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, through compensating for the opening time in an electrical circuit, the method comprising the steps of: i. collecting resistance values on the basis of the revolutions per minute, temperature and powering time values, for each cycle and in each pump in the system; ii. generating a map of resistance values on the basis of the values collected in step i; iii. measuring the resistance between the current profiles for each cycle, in each pump in the system; iv. comparing the resistance value measured in step iii with a resistance value on the value map generated in step ii; v. correcting the powering time on the basis of the comparison of the resistance value from step iv for each cycle, in each pump in the system; vi. repeating steps i to v during the operation of the system.

Description

MÉTODO PARA INJEÇÃO OTIMIZADA DE COMBUSTÍVEL EM SISTEMAS DE BOMBAS DE COMBUSTÍVEL DIESEL METHOD FOR OPTIMIZED FUEL INJECTION IN DIESEL FUEL PUMP SYSTEMS
[001 ] A presente invenção refere-se a área tecnológica de injeção de combustível em sistemas de bombas de combustível diesel, mais especificamente um método para injeção otimizada de combustível em sistemas de bombas de combustível diesel, pelo ajuste da abertura da válvula eletromagnética, através da compensação do tempo de abertura em um circuito elétrico. [001] The present invention relates to the technological area of fuel injection in diesel fuel pump systems, more specifically a method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, through opening time compensation in an electrical circuit.
DESCRIÇÃO DO ESTADO DA TÉCNICA STATEMENT OF TECHNICAL STATUS
[002] O mundo da injeção de diesel é um mundo de superlativos. A agulha da válvula de um bico de injeção de um veículo comercial por exemplo, abrirá e fechará mais de um bilhão de vezes no curso de sua vida útil. Ela fornece uma vedação confiável a pressões de até 2.200 bar e tem que suportar muitas outras tensões, tais como: os choques causados pela abertura e fechamento rápidos, sendo que nos carros de passageiros isso pode acontecer com frequência de 10.000 vezes por minuto se houver fases pré e pós-injeção, tem ainda que suportar as tensões relacionadas ao alto fluxo durante a injeção de combustível, e a pressão e a temperatura da câmara de combustão. [002] The world of diesel injection is a world of superlatives. The needle of a commercial vehicle's injection nozzle valve, for example, will open and close more than a billion times in the course of its useful life. It provides a reliable seal at pressures up to 2,200 bar and has to withstand many other stresses, such as: shocks caused by rapid opening and closing, and in passenger cars this can happen as often as 10,000 times per minute if there are phases pre and post injection, it must also withstand the stresses related to high flow during fuel injection, and the pressure and temperature of the combustion chamber.
[003] A pressão na câmara de injeção pode ser tão alta quanto 2200 bar, e a duração da injeção é de 1 a 2 milissegundos. Ademais, as quantidades de combustível injetado em um motor de carro variam entre 1 mm3 na pré-injeção e 50 mm3 na quantidade de combustível injetado de carga total; em um veículo comercial entre 3 mm3 na pré-injeção e 350 mm3 em carga total. Essa quantidade de combustível é forçada a uma velocidade de 2000 km/h através de uma abertura inferior a 0,25 mm2 no espaço de apenas 2 milissegundos. [003] The pressure in the injection chamber can be as high as 2200 bar, and the injection duration is 1 to 2 milliseconds. In addition, the amounts of fuel injected into a car engine vary between 1 mm 3 in the pre-injection and 50 mm 3 in the amount of fuel injected at full load; on a commercial vehicle between 3 mm 3 in pre-injection and 350 mm 3 at full load. This amount of fuel is forced at a speed of 2000 km / h through an opening less than 0.25 mm 2 in the space of just 2 milliseconds.
[004] Portanto, resta claro que essa tecnologia de alta precisão exige uma enorme experiência em desenvolvimento, materiais, produção e equipamentos de medição. [004] Therefore, it remains clear that this high-precision technology requires enormous experience in development, materials, production and measuring equipment.
[005] Nos motores de combustão atuais, a injeção de combustível é controlada por um sinal elétrico da unidade central eletrónica (ECU) dos veículos. As bombas e injetores de alta pressão a diesel possuem um solenoide que recebe essa corrente elétrica e aciona uma válvula eletromagnética, criando uma restrição de fluxo que consequentemente define a quantidade e a duração da injeção. [005] In today's combustion engines, fuel injection is controlled by an electrical signal from the vehicles' central electronic unit (ECU). Diesel high pressure pumps and injectors have a solenoid that receives this electric current and activates an electromagnetic valve, creating a flow restriction that consequently defines the amount and duration of the injection.
[006] Para a unidade de bomba e para a unidade de injeção, foi desenvolvida uma função de ECU que compensa essa variação de fechamento (válvula aberta ® válvula fechada), chamada de "correção BIP". [006] For the pump unit and the injection unit, an ECU function was developed that compensates for this closing variation (open valve ® closed valve), called "BIP correction".
[007] Assim, para cada ciclo, monitorando a corrente elétrica, a UCE detecta o momento exato em que a válvula fecha e ajusta o período de fechamento para compensar qualquer antecipação ou atraso durante o período de fechamento. Esta função garante que a válvula de controle permaneça com a mesma duração fechada (mesmo período de restrição) e, consequentemente, melhorando a repetibilidade da saída da bomba (entre a bomba e o mesmo tempo de sobrevoo da bomba). [007] Thus, for each cycle, monitoring the electric current, the ECU detects the exact moment when the valve closes and adjusts the closing period to compensate for any anticipation or delay during the closing period. This function ensures that the control valve remains with the same closed duration (same restriction period) and, consequently, improving the repeatability of the pump output (between the pump and the same overflowing time of the pump).
[008] Embora a "correção do BIP" compense a antecipação ou o atraso do fechamento, observou-se que a antecipação / atraso da abertura ainda tem considerável influência na produção. Além disso, esta variação de abertura é fortemente dependente da resistência do solenoide, que é dependente da temperatura da bobina (bomba, motor e ambiente). Isso significa que a atuação elétrica das bombas de alta pressão (UP e UI) é dependente da temperatura (bomba, motor e ambiente) e afeta a principal função destes produtos, a quantidade de combustível injetado. Atualmente, este fenômeno é parcialmente compensado durante a calibração do motor com alguns fatores de correção baseados em toda a temperatura do motor. [008] Although the "BIP correction" compensates for the anticipation or delay of closing, it was observed that the anticipation / delay of opening still has considerable influence on production. In addition, this opening variation is strongly dependent on the solenoid resistance, which is dependent on the coil temperature (pump, motor and environment). This means that the electrical performance of high pressure pumps (UP and UI) is dependent on temperature (pump, engine and environment) and affects the main function of these products, the amount of fuel injected. Currently, this phenomenon is partially compensated during engine calibration with some correction factors based on the entire engine temperature.
[009] Neste tocante, é possível notar que ainda não existe um método para injeção otimizada de combustível em sistemas de bombas de combustível diesel, pelo ajuste da abertura da válvula eletromagnética, através da compensação do tempo de abertura em um circuito elétrico. [009] In this regard, it is possible to note that there is still no method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit.
BREVE DESCRIÇÃO DA INVENÇÃO BRIEF DESCRIPTION OF THE INVENTION
[0010] O propósito da presente invenção é obter um método para injeção otimizada de combustível em sistemas de bombas de combustível diesel, pelo ajuste da abertura da válvula eletromagnética, através da compensação do tempo de abertura em um circuito elétrico. [0010] The purpose of the present invention is to obtain a method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit.
[001 1 ] Com efeito, a presente invenção tem como objetivo prover um método para injeção otimizada de combustível em sistemas de bombas de combustível diesel, pelo ajuste da abertura da válvula eletromagnética, através da compensação do tempo de abertura em um circuito elétrico, o método compreendendo as etapas de: [001 1] In effect, the present invention aims to provide a method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit, the method comprising the steps of:
i. coletar valores de resistência com base nos valores de rotações por minuto, temperatura e tempo de energização, para cada ciclo e em cada bomba do sistema; i. collect resistance values based on the values of revolutions per minute, temperature and energization time, for each cycle and each pump in the system;
ii. gerar um mapa de valores de resistência com base nos valores coletados na etapa i; ii. generate a map of resistance values based on the values collected in step i;
iii. medir a resistência entre os perfis de corrente para cada ciclo, em cada bomba do sistema; iii. measure the resistance between the current profiles for each cycle, in each pump of the system;
iv. comparar o valor da resistência medida na etapa iii com um valor de resistência no mapa de valores gerado na etapa ii; iv. compare the resistance value measured in step iii with a resistance value in the value map generated in step ii;
v. corrigir o tempo de energização com base na comparação do valor da resistência da etapa iv para cada ciclo, em cada bomba do sistema; v. correct the energization time based on the comparison of the resistance value of step iv for each cycle, in each pump of the system;
vi. repetir as etapas i a v durante a operação do sistema. DESCRIÇÃO RESUMIDA DAS FIGURAS saw. repeat steps i to v during system operation. BRIEF DESCRIPTION OF THE FIGURES
[0012] A invenção é pormenorizada abaixo pela descrição de uma concretização preferida, exemplificada pelas figuras, nas quais: [0013] - a figura 1 é uma ilustração em perspectiva da instalação de um sistema de injeção em um motor a diesel; [0012] The invention is detailed below by the description of a preferred embodiment, exemplified by the figures, in which: [0013] - figure 1 is a perspective illustration of the installation of an injection system in a diesel engine;
[0014] - a figura 2 é uma vista em corte do sistema de injeção ilustrando o desenho de uma unidade bomba para veículos comerciais; [0014] - figure 2 is a sectional view of the injection system illustrating the design of a pump unit for commercial vehicles;
[0015] - a figura 3 é uma vista em corte de uma parte da bomba ilustrando seu princípio de funcionamento; [0015] - figure 3 is a sectional view of a part of the pump illustrating its principle of operation;
[0016] - a figura 4 é um gráfico da variação de combustível injetado na condição atual; [0016] - figure 4 is a graph of the variation of fuel injected in the current condition;
[0017] - a figura 5 é um gráfico com o comportamento do perfil de corrente em bombas unitárias do estado da técnica, que não utilizam o método objeto da presente invenção; [0017] - figure 5 is a graph with the behavior of the current profile in state-of-the-art unit pumps, which do not use the method object of the present invention;
[0018] - a figura 6.1 é um gráfico do perfil/duração da energização da válvula e o comportamento do controle de injeção atualmente utilizado em bomba unitárias; [0018] - figure 6.1 is a graph of the profile / duration of the valve energization and the behavior of the injection control currently used in unit pumps;
[0019] - a figura 6.2 é um gráfico que ilustra a relação do intervalo de tempo após a bomba parar de ser energizada, sem a função para compensação de temperatura; [0019] - figure 6.2 is a graph that illustrates the relation of the time interval after the pump stops being energized, without the function for temperature compensation;
[0020] - a figura 7.1 é um gráfico do perfil/duração da energização da válvula e o comportamento do controle de injeção, utilizando o método objeto da presente invenção; [0020] - figure 7.1 is a graph of the profile / duration of the valve energization and the behavior of the injection control, using the method object of the present invention;
[0021 ] -a figura 7.2 é um gráfico que ilustra a relação do intervalo de tempos após a bomba parar de ser energizada, após a compensação do perfil/duração da energização da válvula, utilizando o método objeto da presente invenção; [0021] - figure 7.2 is a graph that illustrates the relation of the time interval after the pump stops being energized, after compensation of the profile / duration of the valve energization, using the method object of the present invention;
[0022] - a figura 8 ilustra o momento que ocorre a medição da resistência; [0022] - figure 8 illustrates the moment when the resistance measurement occurs;
[0023] - a figura 9 ilustra o método para injeção otimizada de combustível em sistemas de bombas de combustível diesel, objeto da presente invenção. [0023] - figure 9 illustrates the method for optimized fuel injection in diesel fuel pump systems, object of the present invention.
DESCRICÃO DETALHADA DAS FIGURAS [0024] Se a antecipação ou atraso na abertura da válvula de controle puder ser especificamente compensada para cada bomba e para cada temperatura, como já é feito para o atraso de fechamento, a compensação de temperatura na injeção teria um controle mais preciso, em comparação com a calibração padrão do motor, uma injeção mais precisa sob diferentes condições de operação do motor em diferentes temperaturas. DETAILED DESCRIPTION OF THE FIGURES [0024] If the anticipation or delay in opening the control valve could be specifically compensated for each pump and for each temperature, as is already done for the closing delay, the temperature compensation in the injection would have a more precise control, in comparison with standard engine calibration, more accurate injection under different engine operating conditions at different temperatures.
[0025] Uma função que detecta a variação da resistência da solenoide, que reflete a variação do temperatura, poderia compensá-lo ajustando o sinal de corrente elétrica. A consequência final deste monitoramento da resistência do solenoide e do ajuste da corrente elétrica seria uma quantidade injetada estável, independente da temperatura de operação. [0025] A function that detects the change in resistance of the solenoid, which reflects the change in temperature, could compensate for it by adjusting the electrical current signal. The final consequence of this monitoring of the solenoid resistance and the adjustment of the electric current would be a stable injected quantity, regardless of the operating temperature.
[0026] Comparando o atraso de abertura de cada ciclo com um valor de referência, a compensação deve acontecer na próxima atuação, por uma variação da duração da energização, como ilustrado na figura 7. [0026] Comparing the opening delay of each cycle with a reference value, the compensation must happen in the next actuation, due to a variation in the energization duration, as illustrated in figure 7.
[0027] A figura 1 por sua vez, é uma ilustração da instalação de um sistema de injeção em um motor a diesel onde é possível verificar o suporte escalonado do injetor 1 , a câmara de combustão 20, a bomba unitária 30, o eixo comando 13 do motor, o encaixe de pressão 2, a linha de alta pressão 3, a válvula solenoide 70, a mola de retorno 23 e o rolo excêntrico 9, componentes estes já montados no motor [0027] Figure 1, in turn, is an illustration of the installation of an injection system in a diesel engine where it is possible to check the stepped support of the injector 1, the combustion chamber 20, the unit pump 30, the camshaft 13 of the motor, the pressure fitting 2, the high pressure line 3, the solenoid valve 70, the return spring 23 and the eccentric roller 9, these components already mounted on the motor
[0028] A figura 2 ilustra o desenho de uma unidade bomba para veículos comerciais onde é possível claramente identificar: um suporte escalonado do injetor 1 ou "stepped nozzle holder", um encaixe de pressão 2 ou "pressure fitting", uma linha de alta pressão 3 ou "high- pressure line", um conector 4, um limitador de curso 5 ou "lift stop", uma agulha de válvula solenoide 6, uma placa ou prato 7, uma carcaça da bomba 8, uma câmara de alta pressão 9 ou câmara do elemento, um êmbolo da bomba 10, parte do bloco do motor 1 1 , um pino de catraca 12 ou "roller-tapped pin", um eixo comando 13, um assento da mola 14, uma mola de válvula solenoide 15, uma carcaça de válvulas 16 com bobina e núcleo magnético, uma placa de assento de válvula 17, uma placa intermediária 18, um selo 19, uma linha de fornecimento de combustível 20, uma linha de retorno de combustível 21 , um êmbolo de bomba 22 com dispositivo de retenção, uma mola de retorno 23 ou "tappet spring", um corpo do excêntrico 24 ou "tapped body’, um assento de mola 25, um eixo de excêntrico 26 ou "roller tapped" e um rolo excêntrico 27 ou "tappet roller". [0028] Figure 2 illustrates the design of a pump unit for commercial vehicles where it is possible to clearly identify: a stepped injector support 1 or "stepped nozzle holder", a pressure fitting 2 or "pressure fitting", a high line pressure 3 or "high-pressure line", a connector 4, a stroke stop 5 or "lift stop", a solenoid valve needle 6, a plate or plate 7, a pump housing 8, a high pressure chamber 9 or chamber of the element, a pump plunger 10, engine block part 1 1, ratchet pin 12 or "roller-tapped pin", camshaft 13, spring seat 14, solenoid valve spring 15, valve housing 16 with coil and magnetic core, a valve seat plate 17, an intermediate plate 18, a seal 19, a fuel supply line 20, a fuel return line 21, a pump piston 22 with retainer, a spring return 23 or "tappet spring", an eccentric body 24 or "tapped body", a spring seat 25, an eccentric shaft 26 or "roller tapped" and an eccentric roller 27 or "tappet roller".
[0029] A figura 3 ilustra a parte superior da bomba 30 mostrando seu princípio de funcionamento em que é possível verificar a agulha 6 na posição aberta, parcialmente aberta e fechada em relação ao limitador de curso 5 e é ainda possível verificar a câmara de alta pressão 9, a carcaça de válvulas 16 com bobina e núcleo magnético, a mola de válvula solenoide 15. [0029] Figure 3 illustrates the upper part of the pump 30 showing its working principle in which it is possible to check the needle 6 in the open, partially open and closed position in relation to the stroke limiter 5 and it is also possible to check the discharge chamber pressure 9, valve housing 16 with coil and magnetic core, solenoid valve spring 15.
[0030] Como pode ser visto na figura 4, que mostra um gráfico da variação de combustível injetado por uma bomba unitária 30 na condição atual, onde ainda não há a medição da resistência, com base nas rotações por minuto "RPM", na temperatura e do tempo de energização, a quantidade injetada decresce no decorrer do tempo após se interromper a energização. [0030] As can be seen in figure 4, which shows a graph of the variation of fuel injected by a unit pump 30 in the current condition, where there is still no measurement of resistance, based on the revolutions per minute "RPM", in temperature and the energization time, the injected amount decreases over time after the energization is interrupted.
[0031 ] A figura 5 ilustra por sua vez um gráfico com o comportamento do perfil de corrente a partir do momento que a energização é interrompida e na sequência é ilustrado um segundo gráfico considerando um intervalo/delta de tempo enquanto a corrente decresce até praticamente atingir o ponto sem nenhuma corrente. Isto é importante por conta de possibilitar uma análise de quanto tempo de energização de válvula a menos se deve ter, de modo a compensar o tempo de injeção. [0032] No mais, especificamente em relação às figuras 6.1 e 6.2, elas ilustram o perfil/duração da energização da válvula e o comportamento do controle de injeção atualmente utilizado em bombas unitárias. Ademais, e conforme pode ser visto na figura 6.1 , o perfil/duração da energização da válvula é uma variável que depende do sinal da corrente elétrica, em relação ao tempo, sendo que durante o ciclo de injeção e enquanto a função de detecção do BIP está atuando e, portanto, controlando a entrada de combustível na bomba, o tempo de energização da válvula possibilita o ajuste da quantidade injetada na bomba. [0031] Figure 5 in turn illustrates a graph with the behavior of the current profile from the moment the energization is interrupted and in the sequence a second graph is illustrated considering an interval / delta of time while the current decreases until practically reaching the point without any current. This is important because it allows an analysis of how much less time the valve should be energized, in order to compensate for the injection time. [0032] In addition, specifically in relation to figures 6.1 and 6.2, they illustrate the profile / duration of the valve energization and the behavior of the injection control currently used in unit pumps. Furthermore, and as can be seen in figure 6.1, the profile / duration of the valve energization is a variable that depends on the signal of the electric current, in relation to time, being that during the injection cycle and while the BIP detection function is acting and, therefore, controlling the entry of fuel in the pump, the valve energization time allows the adjustment of the quantity injected into the pump.
[0033] Entretanto, a partir do momento que a função de detecção do BIP não está atuando, o perfil/duração da energização da válvula afeta a entrega de combustível da bomba, em outras palavras, o delta de tempo interfere na resistência, que por sua vez interfere no tempo de fechamento da válvula, ou ainda que a temperatura da bobina solenoide sofre influência do passo descontrolado, tal como pode ser visto na relação a seguir. [0033] However, as soon as the BIP detection function is not working, the valve energization profile / duration affects the pump's fuel delivery, in other words, the time delta interferes with the resistance, which for in turn interferes with the valve closing time, or even that the temperature of the solenoid coil is influenced by the uncontrolled step, as can be seen in the following list.
D temperatura [°C] ® D resistência [itiW] ® D t [ps] D temperature [° C] ® D resistance [itiW] ® D t [ps]
[0034] Corroborando com este efeito, e como pode ser visto na figura 6.2, quando considerado apenas a saída de combustível da bomba, a relação é ainda mais clara, uma vez que com um tempo maior de resposta da válvula, consequentemente há uma quantidade de combustível injetada, sendo que essa quantidade é maior do que a desejada, fazendo com que combustível seja desperdiçado, tal como pode ser reforçado através da relação a seguir. [0034] Corroborating this effect, and as can be seen in figure 6.2, when considering only the fuel outlet of the pump, the relationship is even clearer, since with a longer valve response time, consequently there is a quantity of injected fuel, this amount being greater than desired, causing fuel to be wasted, as can be reinforced through the following list.
D T [ps] ® D Resposta da válvula [ps] ® D entrega [mm3] D T [ps] ® D Valve response [ps] ® D delivery [mm3]
[0035] As figuras 7.1 e 7.2 ilustram gráficos onde a correção da injeção de combustível com base na com base nas rotações por minuto "RPM", na temperatura e do tempo de energização, melhoram significativamente o desperdício de injeção de combustível, em se compensando o tempo de energização da válvula com base nos parâmetros mencionados. [0035] Figures 7.1 and 7.2 illustrate graphs where the correction of the fuel injection based on the based on the revolutions per minute "RPM", on the temperature and on the energization time, significantly improve the fuel injection waste, if compensating the valve energization time based on the mentioned parameters.
[0036] De outro modo, as figuras 6.1 , 6.2, 7.1 e 7.2 ilustram respectivamente o comportamento de saída de combustível da bomba sem e com função para compensação de temperatura, isso com base na medição da resistência e ajuste do sinal elétrico. Com isso é possível identificar o método objeto da presente invenção através da medição da resistência elétrica durante o funcionamento da bomba e ajuste do sinal elétrico, para um valor de resistência. [0036] Otherwise, figures 6.1, 6.2, 7.1 and 7.2 respectively illustrate the fuel output behavior of the pump without and with function for temperature compensation, based on the measurement of resistance and adjustment of the electrical signal. With this it is possible to identify the method object of the present invention by measuring the electrical resistance during the operation of the pump and adjusting the electrical signal, to a resistance value.
[0037] Em uma concretização preferencial o método para injeção otimizada de combustível em sistemas de bombas de combustível diesel, pelo ajuste da abertura da válvula eletromagnética, através da compensação do tempo de abertura em um circuito elétrico, o método compreendendo as etapas de: [0037] In a preferred embodiment the method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit, the method comprising the steps of:
i. coletar valores de resistência com base nos valores de rotações por minuto, temperatura e tempo de energização, para cada ciclo e em cada bomba do sistema; i. collect resistance values based on the values of revolutions per minute, temperature and energization time, for each cycle and each pump in the system;
ii. gerar um mapa de valores de resistência com base nos valores coletados na etapa i; ii. generate a map of resistance values based on the values collected in step i;
iii. medir a resistência entre os perfis de corrente para cada ciclo, em cada bomba do sistema; iii. measure the resistance between the current profiles for each cycle, in each pump of the system;
iv. comparar o valor da resistência medida na etapa iii com um valor de resistência no mapa de valores gerado na etapa ii; iv. compare the resistance value measured in step iii with a resistance value in the value map generated in step ii;
v. corrigir o tempo de energização com base na comparação do valor da resistência da etapa iv para cada ciclo, em cada bomba do sistema; v. correct the energization time based on the comparison of the resistance value of step iv for each cycle, in each pump of the system;
vi. repetir as etapas i a v durante a operação do sistema. saw. repeat steps i to v during system operation.
[0038] Ademais, o método permite coletar os valores de resistência em tempo real e geralmente em um intervalo de tempo compreendido entre 0,35 e 0,5 mili segundos, isto considerando cada ciclo e em cada bomba do sistema. [0038] In addition, the method allows to collect resistance values in real time and generally in a time interval between 0.35 and 0.5 milli seconds, considering each cycle and each system pump.
[0039] No tocante às informações contidas no mapa, que possibilitam a comparação e a correção, se necessário da energização, este contém o histórico de todas as informações de rotações por minuto, temperatura e tempo de energização geradas por cada ciclo, em cada bomba do sistema. [0039] Regarding the information contained in the map, which makes it possible to compare and correct, if necessary, the energization, it contains the history of all the information of revolutions per minute, temperature and energization time generated by each cycle, in each pump of the system.
[0040] Adicionalmente, cumpre notar que a resistência é somente medida após a interrupção do sinal de corrente elétrica, para então ser comparada com valores de resistência do mapa e, somente então o tempo de fechamento da válvula é corrigido, ou seja, a correção do tempo de energização com base na comparação dos valores da resistência medida e da resistência do mapa de valores, acontecer no próximo ciclo, em cada uma das bombas. [0040] Additionally, it should be noted that the resistance is only measured after the interruption of the electric current signal, to then be compared with resistance values from the map and only then the valve closing time is corrected, that is, the correction the energization time based on the comparison of the values of the measured resistance and the resistance of the value map, happen in the next cycle, in each of the pumps.
[0041 ] Em uma concretização alternativa da presente invenção, a correção do tempo de energização da válvula solenoide se dá somente pelo valor da resistência medida em cada uma das bombas, através da temperatura, e a correção do tempo de energização da válvula solenoide garantindo uma variação de quantidade de combustível injetada compreendida entre 3 e 4 mm2. [0041] In an alternative embodiment of the present invention, the correction of the solenoid valve energization time occurs only by the resistance value measured in each of the pumps, through the temperature, and the correction of the solenoid valve energization time ensuring a variation in the amount of fuel injected between 3 and 4 mm 2 .
[0042] Não obstante, e conforme pode ser visto na figura 8, a medição da resistência ocorre entre os perfis de corrente, em cada ciclo e em cada bomba. [0042] Nevertheless, and as can be seen in figure 8, the measurement of resistance occurs between the current profiles, in each cycle and in each pump.
[0043] Por fim, muito embora a primeira aplicação para o método objeto da presente invenção, exemplificada neste relatório descritivo, é como função do ECU utilizado no sistema de unidade de bomba e na unidade de injeção, a função de correção apresentada pela presente invenção pode ser aplicada em qualquer produto que possua uma válvula eletromagnética acionada por um sinal elétrico e sem controle adicional após o desligamento do comando. [0043] Finally, although the first application for the method object of the present invention, exemplified in this specification, is as a function of the ECU used in the pump unit system and in the injection unit, the correction function presented by the present invention it can be applied to any product that has an electromagnetic valve activated by an electrical signal and without additional control after switching off the control.
[0044] Tendo sido descrito um exemplo de concretização preferido, deve ser entendido que o escopo da presente invenção abrange outras possíveis variações, sendo limitado tão somente pelo teor das reivindicações apensas, aí incluídos os possíveis equivalentes. [0044] Having described an example of preferred embodiment, it should be understood that the scope of the present invention covers other possible variations, being limited only by the content of the appended claims, including the possible equivalents.

Claims

REIVINDICAÇÕES
1. Método para injeção otimizada de combustível em sistemas de bombas de combustível diesel, pelo ajuste da abertura da válvula eletromagnética, através da compensação do tempo de abertura em um circuito elétrico, o método caracterizado pelo fato de compreender as etapas de: 1. Method for optimized fuel injection in diesel fuel pump systems, by adjusting the opening of the electromagnetic valve, by compensating the opening time in an electrical circuit, the method characterized by the fact of understanding the steps of:
1. coletar valores de resistência com base nos valores de rotações por minuto, temperatura e tempo de energização, para cada ciclo e em cada bomba do sistema; 1. collect resistance values based on the values of revolutions per minute, temperature and energization time, for each cycle and each pump in the system;
ii. gerar um mapa de valores de resistência com base nos valores coletados na etapa i; ii. generate a map of resistance values based on the values collected in step i;
iii. medir a resistência entre os perfis de corrente para cada ciclo, em cada bomba do sistema; iii. measure the resistance between the current profiles for each cycle, in each pump of the system;
iv. comparar o valor da resistência medida na etapa iii com um valor de resistência no mapa de valores gerado na etapa ii; iv. compare the resistance value measured in step iii with a resistance value in the value map generated in step ii;
v. corrigir o tempo de energização com base na comparação do valor da resistência da etapa iv para cada ciclo, em cada bomba do sistema; v. correct the energization time based on the comparison of the resistance value of step iv for each cycle, in each pump of the system;
vi. repetir as etapas i a v durante a operação do sistema. saw. repeat steps i to v during system operation.
2. Método de acordo com a reivindicação 1 , caracterizado pelo fato de que a coleta dos valores de resistência ocorre em tempo real e um intervalo de tempo compreendido entre 0,35 e 0,5 mili segundos, para cada ciclo e em cada bomba do sistema. 2. Method according to claim 1, characterized by the fact that the collection of resistance values occurs in real time and a time interval between 0.35 and 0.5 milli seconds, for each cycle and in each pump of the system.
3. Método de acordo com a reivindicação 1 , caracterizado pelo fato do mapa conter todas as informações de rotações por minuto, temperatura e tempo de energização geradas por cada ciclo, em cada bomba do sistema. 3. Method according to claim 1, characterized by the fact that the map contains all the information of revolutions per minute, temperature and energization time generated by each cycle, in each pump of the system.
4. Método de acordo com a reivindicação 1 ou 2, caracterizado pelo fato da medição da resistência ocorrer entre os perfis de corrente em cada ciclo e em cada bomba. 4. Method according to claim 1 or 2, characterized in that the resistance measurement occurs between the current profiles in each cycle and in each pump.
5. Método de acordo com a reivindicação 1 , caracterizado pelo fato de a resistência ser medida após a interrupção do sinal de corrente elétrica, para então ser comparada com valores de resistência do mapa e, somente então o tempo de fechamento da válvula é corrigido. 5. Method according to claim 1, characterized by the fact that the resistance is measured after the interruption of the electrical current signal, to then be compared with the resistance values of the map and only then the valve closing time is corrected.
6. Método de acordo com a reivindicação 1 , caracterizada pelo fato da correção do tempo de energização com base na comparação dos valores da resistência medida e da resistência do mapa de valores, acontecer no próximo ciclo, em cada uma das bombas. 6. Method according to claim 1, characterized by the fact that the correction of the energization time based on the comparison of the values of the measured resistance and the resistance of the value map, happens in the next cycle, in each of the pumps.
7. Método de acordo a reivindicação 1 ou 6, caracterizado pelo fato da correção do tempo de energização da válvula solenoide se dar somente pelo valor da resistência medida em cada uma das bombas, através da temperatura. 7. Method according to claim 1 or 6, characterized by the fact that the correction of the energization time of the solenoid valve occurs only by the value of the resistance measured in each of the pumps, through the temperature.
8. Método de acordo com qualquer uma das reivindicações 8. Method according to any of the claims
1 a 7, caracterizado pelo fato da correção do tempo de energização da válvula solenoide garantir uma variação de quantidade de combustível injetada compreendida entre 3 e 4 mm2. 1 to 7, characterized by the fact that the correction of the energization time of the solenoid valve guarantees a variation in the amount of fuel injected between 3 and 4 mm 2 .
PCT/BR2019/050539 2018-12-28 2019-12-13 Method for optimized fuel injection in diesel fuel pump systems WO2020132727A1 (en)

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