EP1068435A1 - Systeme d'alimentation en carburant pour un moteur a combustion interne notamment d'un vehicule automobile - Google Patents

Systeme d'alimentation en carburant pour un moteur a combustion interne notamment d'un vehicule automobile

Info

Publication number
EP1068435A1
EP1068435A1 EP00910505A EP00910505A EP1068435A1 EP 1068435 A1 EP1068435 A1 EP 1068435A1 EP 00910505 A EP00910505 A EP 00910505A EP 00910505 A EP00910505 A EP 00910505A EP 1068435 A1 EP1068435 A1 EP 1068435A1
Authority
EP
European Patent Office
Prior art keywords
pressure
internal combustion
combustion engine
control valve
pressure control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00910505A
Other languages
German (de)
English (en)
Other versions
EP1068435B1 (fr
Inventor
Helmut Rembold
Ferdinand Grob
Hartmut Bauer
Uwe Maienberg
Klaus Scherrbacher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1068435A1 publication Critical patent/EP1068435A1/fr
Application granted granted Critical
Publication of EP1068435B1 publication Critical patent/EP1068435B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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

Definitions

  • the invention relates to a method for operating a fuel supply system for an internal combustion engine, in particular a motor vehicle, in which fuel is pumped from a pump into a pressure accumulator and in which the pressure in the pressure accumulator can be controlled and / or regulated by means of a pressure control valve. Furthermore, the invention relates to a fuel supply system for an internal combustion engine, in particular of a motor vehicle, with a pressure accumulator and a pump with which fuel can be supplied to the pressure accumulator, and with a control device for controlling and / or regulating the pressure in the pressure accumulator by means of a pressure control valve.
  • an internal combustion engine for example, a motor vehicle
  • a fuel supply system in which the supply of fuel into the Combustion chamber of the internal combustion engine is controlled and / or regulated electronically, in particular with a computer-assisted control unit. It is possible to inject the fuel into an air intake pipe of the internal combustion engine or directly into the combustion chamber of the internal combustion engine.
  • Fuel is pumped by means of a pump and placed under high pressure. From there, the fuel is then injected into the combustion chambers of the internal combustion engine via injection valves.
  • the aforementioned high pressure is usually not present, or at least not immediately.
  • the starting of the internal combustion engine must therefore be controlled and / or regulated separately.
  • the object of the invention is to provide a method for operating a fuel supply system for an internal combustion engine, with which the internal combustion engine can be started as optimally as possible.
  • This object is achieved in a method or a fuel supply system of the type mentioned in the invention in that the pressure control valve is closed when the internal combustion engine is to be started, but there is still no rotary movement.
  • the pressure control valve is at least partially opened when the internal combustion engine is started and the first
  • the pressure control valve is opened as a function of the temperature of the internal combustion engine.
  • the pressure in the pressure accumulator can thus be adapted to the temperature of the internal combustion engine.
  • the pressure control valve is opened as a function of the number of injections into the internal combustion engine that have already been carried out.
  • the internal combustion engine can thus be adapted in a simple manner to the course of the starting process.
  • the pressure control valve is controlled and / or regulated according to normal operation if a predetermined one
  • control element which is provided for a control device of an internal combustion engine, in particular a motor vehicle.
  • a program is stored on the control element, which is executable on a computing device, in particular on a microprocessor, and is suitable for executing the method according to the invention.
  • the invention is thus implemented by a program stored on the control element, so that this control element provided with the program represents the invention in the same way as the method, for the execution of which the program is suitable.
  • an electrical storage medium for example a read-only memory, can be used as the control element.
  • Figure 1 shows a schematic representation of a
  • Figure 2 shows a schematic block diagram of a fuel supply system according to the invention
  • Fuel supply system of Figure 1, and Figure 3 shows a schematic timing diagram to that
  • FIG. 1 shows a fuel supply system 1 which is intended for use in an internal combustion engine of a motor vehicle.
  • the fuel supply system 1 is a so-called common rail system, which is used in particular in an internal combustion engine with gasoline direct injection.
  • the fuel supply system 1 has a pressure accumulator 2, which has a pressure sensor 3 and a
  • Pressure control valve (DSV) 4 is provided.
  • the pressure accumulator 2 is connected to a high-pressure pump 6 via a pressure line 5.
  • the high-pressure pump 6 is coupled to the internal combustion engine and generates a high pressure when the internal combustion engine is rotating.
  • the high-pressure pump 6 is connected to the pressure control valve 4 via a pressure line 8.
  • the pressure control valve 4 and thus also the high pressure pump 6 is connected to an electric fuel pump 10, which is suitable for drawing fuel from a fuel tank 11.
  • the electric fuel pump 10 generates pressure as soon as a voltage is applied to it. This is the case at least briefly when the ignition of the motor vehicle is switched on.
  • the fuel supply system 1 has four injection valves 13, which are connected to the pressure accumulator 2 via pressure lines 14.
  • the injection valves 13 are suitable for injecting fuel into corresponding combustion chambers of the internal combustion engine.
  • the pressure sensor 3 is connected to a control unit 16, to which a plurality of signal lines other than input lines are further connected.
  • the fuel pump 10 is connected by means of a signal line 17 and the pressure control valve 4 is connected to the control unit 16 via a signal line 18.
  • the injection valves 13 are connected to the control unit 16 by means of signal lines 19.
  • the fuel is pumped by the fuel pump 10 out of the fuel tank 11 to the high-pressure pump 6.
  • a pressure is generated in the pressure accumulator 2, which is measured by the pressure sensor 3 and can be controlled and / or regulated to a desired value by a corresponding actuation of the pressure control valve 4 and / or control of the fuel pump 10.
  • the fuel is then injected into the combustion chambers of the internal combustion engine via the injection valves 13.
  • the pressure in the pressure accumulator 2 is, among other things, essential for the dimensioning of the fuel quantity to be injected into the respective combustion chamber. The greater the pressure in the pressure accumulator 2, the more fuel is injected into the combustion chamber during the same injection time. This pressure in the pressure accumulator 2 can be controlled and / or regulated by the control device 16.
  • control unit 16 controls, for example, the pressure control valve 4 in its closed state, so that the high pressure pump 6 and fuel pump 10 generate an ever increasing pressure in the pressure accumulator 2. This increasing pressure can be measured by the pressure sensor 3.
  • control device 16 The speed of the fuel pump 10 increases, which leads to an increased delivery capacity of the fuel pump 10 and an increased pressure in the pressure accumulator 2. The increase in this pressure and thus the increase in the speed or the delivery rate of the fuel pump 10 can also be determined via the pressure sensor 3.
  • control device 16 To start the internal combustion engine, a number of special boundary conditions must be taken into account. This is carried out by the control device 16 using the following method, which is illustrated with reference to FIGS. 2 and 3.
  • the individual blocks of the process can e.g. can be implemented as modules of a program or the like in the control unit 16.
  • the two binary signals Bst and Bstend shown in FIG. 3 have a state which is not relevant, at least for the present description.
  • the binary signals Bst and Bstend have the following properties.
  • the binary signal Bst is "1" only when the ignition is switched on, the starter sets the internal combustion engine in a rotary movement, but the internal combustion engine has not yet exceeded a predetermined speed limit NG.
  • the binary signal Bstend is "1" when the starting of the internal combustion engine has ended, ie the internal combustion engine has exceeded the predetermined speed limit NG.
  • the ignition of the internal combustion engine is switched on at the time t1, but the starter does not yet perform a rotary movement. This is equivalent to a user of the motor vehicle starting the internal combustion engine wants, but the internal combustion engine is not yet performing a rotary movement.
  • the binary signals Bst and Bstend are at "0" at time tl. From time t1 to time t2, the ignition remains switched on and the starter has not yet been actuated. The binary signals Bst and Bstend remain on
  • the pressure control valve 4 is closed in the period between the times t1 and t2.
  • a predetermined, preferably constant, cycle ratio K is passed on to the pressure control valve 4 via two switches 20, 21. With the clock ratio K, the pressure control valve 4 is brought into its closed state, provided that the pressure control valve 4 is not closed, or the closed state of the pressure control valve 4 is maintained.
  • the two binary signals Bst and Bstend are inverted by two inverters 22, 23 and fed to an AND gate 24.
  • a binary "1" is generated by the AND gate 24, which switches the switch 20 to the state that is not shown in FIG. 2.
  • the inverted binary signal Bstend that is to say a binary “1”
  • the switch 21 which switches it to the state which is not shown in FIG. 2.
  • the starter causes the internal combustion engine to rotate.
  • the binary signal Bst thus becomes "1".
  • the engine speed N also becomes non-zero and increases.
  • the speed N of the internal combustion engine increases further.
  • the internal combustion engine has started.
  • the pressure control valve 4 is at least partially opened. This is achieved in that a variable clock ratio V is read from a characteristic diagram 25 and passed on to the pressure control valve 4 via the switches 20, 21. Due to the changed binary signal Bst, the switch 20 falls into the state shown in FIG. 3. Since the binary signal Bstend in the period between the times t2 and t3, the pressure control valve 4 is at least partially opened. This is achieved in that a variable clock ratio V is read from a characteristic diagram 25 and passed on to the pressure control valve 4 via the switches 20, 21. Due to the changed binary signal Bst, the switch 20 falls into the state shown in FIG. 3. Since the binary signal Bstend in the period between the
  • the characteristic diagram 25 is dependent on the temperature TM of the internal combustion engine and the number ATI of injections which have already been carried out when the internal combustion engine is started. It is possible that the map 25 is alternatively and / or additionally dependent on other operating variables of the internal combustion engine.
  • the cycle ratio V generated by the characteristic map controls the pressure control valve 4 into a mostly open, or at least not a closed, state. Intermediate states are also possible.
  • the internal combustion engine reaches the speed limit NG already mentioned. As a result, the starting of the internal combustion engine is completed and the binary signal Bstend becomes "1".
  • the inverted binary signal Bstend ie a binary "0" causes the switch 21 to remain in the state shown in FIG. 3. This means that neither the pulse duty factor K nor the pulse duty factor V is passed on to the pressure control valve 4.
  • Pressure control valve 4 passed on, which is generated in a normal operation of the internal combustion engine. This normal operation has already been explained and is shown in FIG. 2 by means of a block 26.
  • Pressure control valve 4 be opened or closed in any state.
  • the pressure control valve 4 is closed. This state is maintained until time t2, that is, until the starter is actuated.
  • the pressure in the pressure accumulator 2 during this period is thus dependent on the pressure existing before the time t1 and on the pressure generated by the electric fuel pump 10.
  • the pressure control valve 4 is at least partially opened. This state is maintained until time t3, that is, until the starting process of the Internal combustion engine ended and the speed limit NG is reached. Due to the low speed generated by the starter, the high-pressure pump 6 coupled to the internal combustion engine is not yet effective. The pressure in the pressure accumulator 2 is therefore largely dependent on the electric fuel pump 10 during this period.
  • the high-pressure pump 6 is essentially fully effective.
  • the pressure in the pressure accumulator is thus largely dependent on the high-pressure pump 6 from the time t3.

Landscapes

  • 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

L'invention concerne un système d'alimentation en carburant (1) pour un moteur à combustion interne notamment d'un véhicule automobile, ledit système comprenant un accumulateur de pression (2) et une pompe (6, 10) qui permet d'acheminer le carburant à l'accumulateur de pression (2). Un appareil de commande (16) sert à commander et/ou à réguler la pression dans l'accumulateur de pression (2) au moyen d'une soupape de commande de pression (4). L'appareil de commande (16) permet de fermer la soupape de commande de pression (4) lorsque le moteur doit être démarré mais n'exécute encore aucun mouvement de rotation.
EP00910505A 1999-01-28 2000-01-27 Systeme d'alimentation en carburant pour un moteur a combustion interne notamment d'un vehicule automobile Expired - Lifetime EP1068435B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19903273 1999-01-28
DE19903273A DE19903273A1 (de) 1999-01-28 1999-01-28 Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs
PCT/DE2000/000230 WO2000045037A1 (fr) 1999-01-28 2000-01-27 Systeme d"alimentation en carburant pour un moteur a combustion interne notamment d"un vehicule automobile

Publications (2)

Publication Number Publication Date
EP1068435A1 true EP1068435A1 (fr) 2001-01-17
EP1068435B1 EP1068435B1 (fr) 2004-12-22

Family

ID=7895599

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00910505A Expired - Lifetime EP1068435B1 (fr) 1999-01-28 2000-01-27 Systeme d'alimentation en carburant pour un moteur a combustion interne notamment d'un vehicule automobile

Country Status (6)

Country Link
US (1) US6408822B1 (fr)
EP (1) EP1068435B1 (fr)
JP (1) JP2002535557A (fr)
DE (2) DE19903273A1 (fr)
ES (1) ES2233342T3 (fr)
WO (1) WO2000045037A1 (fr)

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DE10151513A1 (de) * 2001-10-18 2003-05-22 Bosch Gmbh Robert Verfahren, Computerprogramm, Steuer- und Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine
JP3893953B2 (ja) * 2001-11-26 2007-03-14 株式会社デンソー 燃料供給・噴射システム
US7318414B2 (en) * 2002-05-10 2008-01-15 Tmc Company Constant-speed multi-pressure fuel injection system for improved dynamic range in internal combustion engine
DE10301236B4 (de) * 2003-01-15 2017-08-17 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine, insbesondere einer Brennkraftmaschine mit Direkteinspritzung
JP4045594B2 (ja) * 2003-04-08 2008-02-13 株式会社デンソー 蓄圧式燃料噴射装置
US7093576B2 (en) * 2004-06-15 2006-08-22 Ford Global Technologies, Llc System and method to prime an electronic returnless fuel system during an engine start
US8151767B2 (en) * 2007-08-08 2012-04-10 Ford Global Technologies, Llc Fuel control for direct injection fuel system
US7832375B2 (en) * 2008-11-06 2010-11-16 Ford Global Technologies, Llc Addressing fuel pressure uncertainty during startup of a direct injection engine
US8210156B2 (en) * 2009-07-01 2012-07-03 Ford Global Technologies, Llc Fuel system with electrically-controllable mechanical pressure regulator
US8166943B2 (en) * 2009-07-31 2012-05-01 Ford Global Technologies, Llc Fuel system control
US8776764B2 (en) * 2011-01-04 2014-07-15 Ford Global Technologies, Llc Fuel system for a multi-fuel engine
US9587578B2 (en) 2013-12-06 2017-03-07 Ford Global Technologies, Llc Adaptive learning of duty cycle for a high pressure fuel pump
US9458806B2 (en) 2014-02-25 2016-10-04 Ford Global Technologies, Llc Methods for correcting spill valve timing error of a high pressure pump
US9243598B2 (en) 2014-02-25 2016-01-26 Ford Global Technologies, Llc Methods for determining fuel bulk modulus in a high-pressure pump
US9874185B2 (en) 2014-05-21 2018-01-23 Ford Global Technologies, Llc Direct injection pump control for low fuel pumping volumes
CN114180077B (zh) * 2021-12-21 2024-02-27 中国航发沈阳发动机研究所 一种航空发动机加速供油规律自适应调整方法

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Also Published As

Publication number Publication date
ES2233342T3 (es) 2005-06-16
DE50008997D1 (de) 2005-01-27
WO2000045037A1 (fr) 2000-08-03
JP2002535557A (ja) 2002-10-22
US6408822B1 (en) 2002-06-25
DE19903273A1 (de) 2000-08-10
EP1068435B1 (fr) 2004-12-22

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