EP1105633B1 - Electrically controlled fuel supply pump for internal combustion engine - Google Patents
Electrically controlled fuel supply pump for internal combustion engine Download PDFInfo
- Publication number
- EP1105633B1 EP1105633B1 EP99929467A EP99929467A EP1105633B1 EP 1105633 B1 EP1105633 B1 EP 1105633B1 EP 99929467 A EP99929467 A EP 99929467A EP 99929467 A EP99929467 A EP 99929467A EP 1105633 B1 EP1105633 B1 EP 1105633B1
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- EP
- European Patent Office
- Prior art keywords
- pump
- fuel
- pressure
- motor
- control unit
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- 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.)
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Classifications
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- 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
- F02D41/3082—Control of electrical fuel pumps
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- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/08—Feeding by means of driven pumps electrically driven
- F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
- F02M37/106—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir the pump being installed in a sub-tank
Definitions
- the invention relates to the field of circuits for supplying fuel to internal combustion engines for motor vehicles, and more particularly those equipped with fuel injection facilities for internal combustion engines of the spark-ignition type, or compression ignition (diesel), direct injection or indirect, and including a motor fuel pump electric.
- a fuel supply circuit an injection system for a combustion engine internal includes a pump, driven by an electric motor, and taking fuel from a tank for the pump back to an injector supply manifold by a supply line, on which is mounted a Fuel Filter.
- a pressure regulator downstream of the ramp, maintains a supply pressure in the latter injectors, which is differential pressure substantially constant between the fuel pressure and the atmospheric pressure or pressure at the intake manifold air to the engine, regardless of the engine's demand for fuel, i.e. whatever the fuel flow injected into the engine by the injectors, according to engine operating conditions. Fuel in excess is returned to the tank by the regulator pressure using a return line.
- the pump in question does not supply not directly the injector rail, but a second pump, high pressure, and a second regulator, high pressure, which feed the ramp.
- This classic circuit has the disadvantages to require a significant permanent flow of fuel at the outlet of the pump, therefore a consumption of electrical current not negligible as well as a significant operating noise of the pump, and leads to significant heating of the fuel passing through the rail and the pressure regulator, and brought back to the tank, resulting in significant fuel vapor releases.
- Such a fuel supply circuit is, for example, known from EP-A-577,477, in which further a differential pressure sensor is integrated in the regulator, and produced in the form of a pressure sensor, diaphragm, to cut off the power to the injectors when the fuel pressure is below a threshold predetermined.
- the regulator pressure upstream of the injector supply manifold between the inlet of this ramp and a filter downstream of the pump, and preferably near or in the tank last on a bypass line leading into the tank and which connects to the supply line, between the filter and the inlet of the ramp.
- the pressure regulator also ensures the return of the excess fuel to the tank.
- circuits have the advantages of reducing the amount of fuel passing through and passing through the pump the filter, and therefore reduce the heating of the fuel as well as fuel consumption and noise.
- these circuits are not entirely satisfactory, because they require cost pressure sensors high, due to the required measurement accuracy, and these circuits do not always lead to regulation in satisfactory pressure.
- the pressure regulating device fuel arranged on the supply line of the injectors by the pump, is a membrane device separating two rooms in a box, one of the rooms, at atmospheric pressure, containing a force spring adjustable by an adjusting screw and stressing the membrane, carrying one of two electrical contact terminals of a pressure sensor, to the other electrical terminal of this sensor which is housed in the other room, crossed by the fuel flowing from the pump to the engine.
- the fuel pressure from the pump exerts on the sufficient force to repel the spring, the electrical contact between the two terminals of the pressure sensor integrated in the pressure regulating device is broken, and the power supply to the pump motor is interrupted.
- the pressure is of the diaphragm-stressed type, on one side, by atmospheric pressure or air pressure at the manifold intake as well as a calibrated spring, and, on the other side, by the pressure of the fuel feeding the rail and admitted into the regulator by an inlet valve, of which the shutter, possibly biased by a spring, is rigidly linked in displacement to the membrane.
- a regulator provides constant differential pressure injector supply whatever the demand for engine fuel, in a fuel system "no return" fuel.
- the pressure sensor is also of the membrane type stressed, on one side, by the fuel pressure at the pump outlet, and on the other side by a spring, the membrane displacing a movable contact by relative to a fixed contact of a control switch of a electronic module controlling the power supply to the pump drive motor.
- the calibration pressure of the pressure sensor is higher than the operating pressure required at regulator output. As the pump is not traveled only by the fuel actually used, the current consumption of the pump motor remains low compared to previous known embodiments comprising a branch on the supply line.
- the pressure sensor in pump outlet is also a pressure sensor at a threshold, associated with a pressure relief valve, and which, when detects fuel pressure at the pump outlet greater than a threshold, itself greater than the pressure nominal operation of the device, control, hand, a current pulse width modulator transmitted to the electric motor of the pump, and, on the other hand, opening the pressure relief valve for the return to the overpressure fuel tank in the supply line, between a non-return valve at the pump output and power regulator input of the ramp at constant differential pressure.
- FR-A-2 686 947 we also know a circuit distribution of fuel to an engine depending on the motor demand, and in which the pump speed is regulated to transmit fuel under pressure from tank to the engine, with a flow rate which varies according to electrical energy applied to the pump by a circuit itself controlled by a sensor detecting the amount of engine intake air.
- the pump works at a speed that is just enough to satisfy the motor demand, and pumping noise is reduced to low pump and motor speeds, as well as current transmitted to the pump at idle speeds of the engine.
- the electric pump is controlled either by closed loop, from the measurement of a parameter of operation of the power circuit, which is the most often the fuel pressure at the pump outlet, either by measuring the air flow at the intake manifold air to the motor, which air flow is indirectly related to the flow of fuel consumed by the engine.
- the installation must therefore include at least one sensor of this operating parameter, to send a control signal from an electronic unit performing the modulation of the electrical energy transmitted to the motor pump drive.
- the object of the invention is to propose a circuit fuel supply to an electric pump controlled by pressure, which retains all the advantages of circuits "without return "presented above without having the disadvantage of minus a specific sensor on the air and engine fuel to drive the pump.
- Another object of the invention is to propose such a circuit which can advantageously and simultaneously present in addition the advantages of known circuits for supplying fuel in which the pump is placed in a bowl of fuel reserve, itself arranged in a tank of fuel and to which bowl part of the fuel returned by the pump is derived, in the form of at least one jet of fuel injected into the bowl with a flow required to avoid defusing the pump.
- the fuel supply circuit according to the invention for an internal combustion engine, comprising a fuel pump with an electric motor, pumping fuel into a fuel tank, and feeding, directly or indirectly, a feed ramp at least one fuel injector, with assistance from at least one pressure regulator fuel, is characterized in that the pump motor is controlled by an electronic control unit so to align the pump outlet pressure with a pressure objective determined by the electronic control unit as being greater than the operating pressure of the regulator which is of the regulator type, and whose characteristic pressure is known from the electronic unit of control, the output pressure of the pump being determined by the electronic control unit according to a relation between the outlet pressure and at least the mean current of the pump motor.
- Pressure control is no longer ensured by a feedback loop using a fuel pressure at the inlet of the rail or in the supply line, but this fuel pressure, in a supply circuit otherwise substantially identical to a traditional "no return" circuit, is controlled towards the ramp by the regulator-regulator pressure, of known conventional structure, and upstream of the regulator-regulator, by electronic control unit which controls the pump to obtain the outlet pressure appropriate, higher than the operating pressure of the expander-regulator.
- This control is ensured by alignment of the actual pump outlet pressure, apprehended by the electronic control unit through at least the mean current of the pump motor, at one pressure objective calculated or developed by this control unit to meet the pressure criterion greater than the operating pressure of the regulator-regulator.
- the electronic control unit provides a mean current servo motor for the pump by calculating an error signal between a current objective means, corresponding to objective pressure, and the mean motor current measured by said unit.
- the relationship between the pump outlet pressure and at least the average current of the engine also takes into account at least the engine speed pump rotation and / or pump thermal state, and more precisely from its pumping stage, and / or the flow of the pump.
- This technical measure allows the pump to be controlled by pressure in the aforementioned manner while taking into account, plus, the fuel flow required in particular by the engine.
- the flow rate of the pump is determined in taking into account at least the engine flow, calculated by an electronic engine control unit, controlling at least injecting fuel into the engine, and associated with said electronic control unit, to which the unit engine control electronics transmits at least one flow information required by the engine.
- the flow rate of the pump is advantageously determined by also taking into account the required jet flow.
- Pump rotation speed can be determined by analysis of the instantaneous motor current and detection from the commutator to the motor.
- this switching detection of the motor manifold is obtained by filtering in at minus a high-pass filter of the instantaneous motor current.
- the regulator-regulator is advantageously placed immediately upstream of the rail and sets the fuel pressure in this last from the top fuel pressure that it receives from the pump.
- the fuel system in Figure 1 includes a fuel pump 1, which is a pump electric comprising, in a well known manner, a stage of pumping driven in rotation by an electric motor, preferably of the type supplied with electric current by motor collector switching.
- a fuel pump 1 which is a pump electric comprising, in a well known manner, a stage of pumping driven in rotation by an electric motor, preferably of the type supplied with electric current by motor collector switching.
- This electric pump 1 is placed in a bowl of fuel reserve 2, which is itself arranged on the bottom a fuel tank 3.
- Pump 1 draws fuel from the reserve bowl 2, from preferably through an upstream filter (not shown), and delivers the fuel through a downstream filter 5 into a supply line 6 to a pressure regulator fuel 7.
- This regulator 7 provides the fuel supply a ramp 8, at the downstream end of the pipeline feed 6, and which is a common feed ramp injectors 9 of an internal combustion engine 10. Upstream of regulator 7, a fraction of the fuel discharged by pump 1 in the supply line 6 is returned to bowl 2 in the form of a jet 11 injected into the base of bowl 2 with minimum flow required to avoid pump priming 1.
- regulator 7 directly supplies the 8 fuel rail at satisfactory operating pressure for supplying injectors 9 with pressure substantially constant differential between the pressure of fuel and air pressure at the intake manifold of the engine.
- the regulator 7 indirectly feeds the ramp, via a high pressure pump associated with a regulator at high pressure which determines the injection pressure of the fuel through the injectors 9.
- the regulator 7 is a regulator-regulator of a well-known type, for example at diaphragm with inlet valve, as in US-A-5,398,655 and FR-A-2 725 244, which defines the fuel pressure in ramp 8, or towards the inlet of the high pump pressure, from higher fuel pressure that it receives from pump 1, so that it can deliver, to the ramp 8 downstream, fuel under satisfactory pressure, whatever the fuel demand of the engine 10.
- Such a regulator-regulator 7 has the advantage of being of a simple, economical and undemanding structure in this which concerns the precision of the pressure it receives.
- Filter 5 and the fuel bypass to the jet 11 can be made in the form of a sub-assembly near the tank 3, or in the latter, in which this subset can be directly associated at pump 1.
- the control unit 4 controls the pump 1 so that its actual outlet pressure as aligned as possible on an objective pressure higher than the pressure of operation of regulator-regulator 7, itself controlled at the pressure at the engine air intake manifold 10, the pressure characteristic of the regulator-regulator 7 being known from unit 4, and this objective pressure being chosen so that simultaneously the pump flow satisfies as required by motor 10, for each operating point of the latter, as well as the minimum flow of good supply of the jet 11 back to the reserve bowl 2, to avoid defusing the pump 1.
- the unit 4 receives information at 12 motor flow rate, which is supplied to it by a unit engine control electronics of any suitable type known, who controls the injection, and therefore knows, for each engine operating point, times and durations fuel injection by the injectors 9 in the cylinders of the engine 10.
- the engine control unit (not advantageously also controls the ignition as well as possibly other functions, such as anti-skid, or even air intake in the case a motorized throttle body.
- the electronic control unit 4 of the invention is thus associated with the engine control unit, and is advantageously at least partially integrated into the latter, except possibly for its floor of power traversed by relatively large currents.
- control unit 4 as the control unit engine are electronic units including microprocessor or microcontroller computers, and storage means, in particular in the form of characteristic maps and characteristic curves of engine and circuit operating parameters fuel supply, especially the characteristic mean current of pump motor 1 as a function of output pressure of pump 1 in control unit 4.
- the control unit 4 has in memory at 13 the characteristic the flow rate of the jet 11 as a function of the pressure which reigns in line 6, and unit 4 then calculates at 14 the sum of the motor flow 12 and the jet flow 13 which constitutes a pump flow to be respected, taken into account in a block 15 implementing a functional model of the pump 1.
- This modeling block 15 comprises also programs implementing algorithms, maps stored in unit 4 to develop a signal 17 of average objective current for the motor of the pump 1, which corresponds to the objective pressure 16 of the pump, taking into account other operating parameters of pump 1, and in particular the temperature of the pump 1, and more precisely of its pumping stage, taken into counts in 18, as well as speed or speed rotation 19 of pump 1.
- This rotation speed is measured by unit 4, for example by current analysis pump 1 motor snapshot and switch detection of the collector of this motor. In a manner known in laboratory, and applied by the invention in unit 4, this detection of the motor collector switches pump 1 is supplied by filtering in at minus a high pass filter of the instantaneous current of this electric motor.
- the objective mean current signal 17 of the pump 1 is therefore available at the output of block 15 of modeling of the pump, in which it is determined to from objective pressure 16, and taking into account the rotation speed 19 of pump 1 and temperature 18 of the pumping stage of this pump 1 in the relation medium pressure current essentially given by a mapping in block 15.
- This average current signal 17 is used by unit 4 for current control means of pump 1 motor providing alignment searched for the actual pump outlet pressure on the objective pressure.
- unit 4 calculates the difference between the target average current 17 and the real average current 20 of the pump motor 1, which is measured in unit 4 by measuring a voltage drop across a shunt, known manner.
- the error signal 21 resulting from this difference between the average objective 17 and instantaneous currents 20 is transmitted to a block 22, in which it undergoes, by example, in a known manner, proportional processing, integral and derived by appropriate algorithms.
- the block 22 emits a differential control signal 23 transmitted at 24 at a nominal control current 25 of the electric motor pump 1, for example a pulse control current or voltage slots of variable width (or ratio variable opening cycle), so that this nominal control 25 is transformed into control current number 26 of the same type (with current pulses of width variable) which is delivered by unit 4 to the electric motor of pump 1, in order to align the average current measured 20 with the objective mean current 17, and thus align the pressure actual output of pump 1 at objective pressure 16 determined by the control unit 4.
- a nominal control current 25 of the electric motor pump 1 for example a pulse control current or voltage slots of variable width (or ratio variable opening cycle)
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
L'invention concerne le domaine des circuits d'alimentation en carburant de moteurs à combustion interne pour véhicules automobiles, et plus particulièrement ceux équipés d'installations d'injection de carburant pour moteurs à combustion interne du type à allumage commandé ou à allumage par compression (diesel), à injection directe ou indirecte, et comprenant une pompe à carburant à moteur électrique.The invention relates to the field of circuits for supplying fuel to internal combustion engines for motor vehicles, and more particularly those equipped with fuel injection facilities for internal combustion engines of the spark-ignition type, or compression ignition (diesel), direct injection or indirect, and including a motor fuel pump electric.
Classiquement, un circuit d'alimentation en carburant d'une installation d'injection pour moteur à combustion interne comprend une pompe, entraínée par un moteur électrique, et prélevant du carburant dans un réservoir pour le refouler vers une rampe d'alimentation des injecteurs par une canalisation d'alimentation, sur laquelle est monté un filtre à carburant. Un régulateur de pression, en aval de la rampe, maintient dans cette dernière une pression d'alimentation des injecteurs, qui est une pression différentielle sensiblement constante entre la pression du carburant et la pression atmosphérique ou pression au collecteur d'admission d'air au moteur, quelle que soit la demande du moteur en carburant, c'est-à-dire quel que soit le débit de carburant injecté dans le moteur par les injecteurs, selon les conditions de fonctionnement du moteur. Le carburant en excès est retourné vers le réservoir par le régulateur de pression à l'aide d'une canalisation de retour.Conventionally, a fuel supply circuit an injection system for a combustion engine internal includes a pump, driven by an electric motor, and taking fuel from a tank for the pump back to an injector supply manifold by a supply line, on which is mounted a Fuel Filter. A pressure regulator, downstream of the ramp, maintains a supply pressure in the latter injectors, which is differential pressure substantially constant between the fuel pressure and the atmospheric pressure or pressure at the intake manifold air to the engine, regardless of the engine's demand for fuel, i.e. whatever the fuel flow injected into the engine by the injectors, according to engine operating conditions. Fuel in excess is returned to the tank by the regulator pressure using a return line.
Sur les systèmes d'injection à haute pression à allumage commandé ou Diesel, la pompe en question n'alimente pas directement la rampe d'injecteurs, mais une seconde pompe, à haute pression, et un second régulateur, à haute pression, qui alimentent la rampe.On high pressure injection systems with positive ignition or Diesel, the pump in question does not supply not directly the injector rail, but a second pump, high pressure, and a second regulator, high pressure, which feed the ramp.
Ce circuit classique présente les inconvénients d'exiger un débit permanent important de carburant en sortie de la pompe, donc une consommation de courant électrique non négligeable ainsi qu'un bruit de fonctionnement important de la pompe, et conduit à un réchauffement important du carburant traversant la rampe et le régulateur de pression, et ramené au réservoir, ce qui entraíne d'importants dégagements de vapeur de carburant.This classic circuit has the disadvantages to require a significant permanent flow of fuel at the outlet of the pump, therefore a consumption of electrical current not negligible as well as a significant operating noise of the pump, and leads to significant heating of the fuel passing through the rail and the pressure regulator, and brought back to the tank, resulting in significant fuel vapor releases.
Un tel circuit d'alimentation en carburant est, par exemple, connu par EP-A-577 477, dans lequel de plus un capteur de pression différentielle est intégré dans le régulateur, et réalisé sous forme de capteur manométrique, à membrane, pour couper l'alimentation des injecteurs lorsque la pression de carburant est inférieure à un seuil prédéterminé.Such a fuel supply circuit is, for example, known from EP-A-577,477, in which further a differential pressure sensor is integrated in the regulator, and produced in the form of a pressure sensor, diaphragm, to cut off the power to the injectors when the fuel pressure is below a threshold predetermined.
Pour diminuer le réchauffement du carburant, et donc les émissions de vapeur de carburant accumulée dans le réservoir, il a été proposé de monter le régulateur de pression en amont de la rampe d'alimentation des injecteurs, entre l'entrée de cette rampe et un filtre en aval de la pompe, et de préférence à proximité du réservoir ou dans ce dernier sur une conduite de dérivation débouchant dans le réservoir et qui se raccorde à la conduite d'alimentation, entre le filtre et l'entrée de la rampe. Dans ce cas, le régulateur de pression assure également le retour du carburant en excès vers le réservoir.To reduce the heating of the fuel, and therefore fuel vapor emissions accumulated in the tank, it was proposed to mount the regulator pressure upstream of the injector supply manifold, between the inlet of this ramp and a filter downstream of the pump, and preferably near or in the tank last on a bypass line leading into the tank and which connects to the supply line, between the filter and the inlet of the ramp. In this case, the pressure regulator also ensures the return of the excess fuel to the tank.
Un tel circuit ne donne pas totalement satisfaction, car il exige également un débit permanent important de carburant en sortie de pompe, d'ou une consommation importante de courant électrique et un bruit de fonctionnement important, car la pompe fonctionne en permanence avec un régime de rotation élevé, d'où la nécessité d'utiliser des pompes ayant une durée de vie importante et donc coûteuses.Such a circuit is not entirely satisfactory, because it also requires a significant permanent flow of fuel at the pump outlet, resulting in significant consumption electric current and operating noise important because the pump runs continuously with a high rotation speed, hence the need to use pumps with a long service life and therefore expensive.
Pour remédier à ces inconvénients, il a été proposé des circuits d'alimentation du type dit "sans retour", c'est-à-dire sans canalisation de retour du carburant ni régulateur de pression en dérivation, mais dans lesquels l'alimentation électrique de la pompe est contrôlée par un capteur sensible à la pression régnant dans la canalisation d'alimentation reliant la pompe à la rampe d'alimentation des injecteurs. La pompe est alimentée électriquement par un module piloté par le capteur de pression et réalisé sous la forme d'une unité électronique de commande imposant une pression en sortie de pompe qui est égale à la pression d'utilisation requise au niveau des injecteurs.To remedy these drawbacks, it has been proposed supply circuits of the so-called "no return" type, i.e. without fuel return line or bypass pressure regulator, but in which the power supply to the pump is controlled by a pressure sensitive sensor in the pipeline supply connecting the pump to the supply rail injectors. The pump is electrically powered by a module controlled by the pressure sensor and produced under the form of an electronic control unit imposing a pump outlet pressure which is equal to the pressure of use required at the injectors.
De tels circuits présentent les avantages de réduire la quantité de carburant transitant par la pompe et traversant le filtre, et donc de diminuer l'échauffement du carburant ainsi que la consommation et le bruit de la pompe. Cependant, ces circuits ne donnent pas totalement satisfaction, car ils exigent des capteurs de pression de coût élevé, en raison de la précision de mesure nécessaire, et ces circuits ne conduisent pas toujours à une régulation en pression satisfaisante.Such circuits have the advantages of reducing the amount of fuel passing through and passing through the pump the filter, and therefore reduce the heating of the fuel as well as fuel consumption and noise. However, these circuits are not entirely satisfactory, because they require cost pressure sensors high, due to the required measurement accuracy, and these circuits do not always lead to regulation in satisfactory pressure.
Pour ces raisons, des réalisations plus économiques ont été proposées, notamment par EP-A-264 556. Dans ce document, le dispositif de régulation de pression de carburant, disposé sur la conduite d'alimentation des injecteurs par la pompe, est un dispositif à membrane séparant deux chambres dans un boítier, l'une des chambres, à la pression atmosphérique, contenant un ressort à effort réglable par une vis de réglage et sollicitant la membrane, portant l'une de deux bornes de contact électrique d'un capteur manométrique, vers l'autre borne électrique de ce capteur qui est logée dans l'autre chambre, traversée par le carburant circulant de la pompe vers le moteur. Lorsque la pression du carburant provenant de la pompe exerce sur la membrane une force suffisante pour repousser le ressort, le contact électrique entre les deux bornes du capteur manométrique intégré au dispositif de régulation de pression est rompu, et l'alimentation électrique du moteur de la pompe est interrompue. Il en résulte une réduction de la pression de carburant en sortie de pompe, et donc dans la chambre de carburant du dispositif, de sorte que le ressort déplace la membrane jusqu'à fermer le contact entre les deux bornes du capteur manométrique, ce qui rétablit l'alimentation électrique du moteur de la pompe. Ainsi, le courant d'alimentation du moteur est modulé en largeur d'impulsions, en fonction de la pression de sortie de la pompe, de la demande du moteur en carburant et de la force réglable exercée par le ressort du capteur manométrique.For these reasons, more economical achievements have been proposed, in particular by EP-A-264 556. In this document the pressure regulating device fuel, arranged on the supply line of the injectors by the pump, is a membrane device separating two rooms in a box, one of the rooms, at atmospheric pressure, containing a force spring adjustable by an adjusting screw and stressing the membrane, carrying one of two electrical contact terminals of a pressure sensor, to the other electrical terminal of this sensor which is housed in the other room, crossed by the fuel flowing from the pump to the engine. When the fuel pressure from the pump exerts on the sufficient force to repel the spring, the electrical contact between the two terminals of the pressure sensor integrated in the pressure regulating device is broken, and the power supply to the pump motor is interrupted. This results in a reduction in pressure of fuel at the pump outlet, and therefore in the fuel the device so that the spring moves the membrane until closing the contact between the two terminals of the pressure sensor, which restores power pump motor. So the supply current of the motor is modulated in pulse width, in depending on pump outlet pressure, demand of the engine into fuel and the adjustable force exerted by the pressure sensor spring.
Des variantes perfectionnées de circuits d'alimentation en carburant de ce type ont été proposées, notamment par US-A-5 398 655 et FR-A-2 725 244, dans lesquels le capteur manométrique (disposé dans le réservoir ou à proximité de ce dernier et relié par une prise de pression à la conduite d'alimentation) a été extrait du régulateur de pression de carburant, alimentant la rampe des injecteurs, immédiatement en amont de cette rampe pour lui délivrer une pression non perturbée par les pulsations de pression éventuelles dans la conduite d'alimentation, entre la pompe et la rampe, et pour bénéficier de la référence de la pression d'air au collecteur d'admission.Advanced variants of supply circuits fuel of this type have been proposed, in particular by US-A-5,398,655 and FR-A-2,725,244, in which the pressure sensor (located in or near the tank of the latter and connected by a pressure tap to the supply line) has been extracted from the fuel pressure, supplying the injector rail, immediately upstream of this ramp to deliver a pressure not disturbed by pressure pulsations possible in the supply line, between the pump and the ramp, and to benefit from the reference of the air pressure at the intake manifold.
Dans les deux brevets précités, le régulateur de pression est du type à membrane sollicitée, d'un côté, par la pression atmosphérique ou la pression d'air au collecteur d'admission ainsi que par un ressort taré, et, de l'autre côté, par la pression du carburant alimentant la rampe et admis dans le régulateur par un clapet d'entrée, dont l'obturateur, éventuellement sollicité par un ressort, est rigidement lié en déplacement à la membrane. Un tel régulateur permet d'obtenir une pression différentielle constante d'alimentation des injecteurs quelle que soit la demande en carburant du moteur, dans un circuit d'alimentation en carburant "sans retour".In the two aforementioned patents, the pressure is of the diaphragm-stressed type, on one side, by atmospheric pressure or air pressure at the manifold intake as well as a calibrated spring, and, on the other side, by the pressure of the fuel feeding the rail and admitted into the regulator by an inlet valve, of which the shutter, possibly biased by a spring, is rigidly linked in displacement to the membrane. Such a regulator provides constant differential pressure injector supply whatever the demand for engine fuel, in a fuel system "no return" fuel.
Dans FR-A-2 725 244, le capteur manométrique est également du type à membrane sollicitée, d'un côté, par la pression du carburant en sortie de pompe, et de l'autre côté par un ressort, la membrane déplaçant un contact mobile par rapport à un contact fixe d'un commutateur de commande d'un module électronique pilotant l'alimentation électrique du moteur d'entraínement de la pompe. La pression de tarage du capteur manométrique est supérieure à la pression d'utilisation requise en sortie du régulateur. Comme la pompe n'est parcourue que par le carburant réellement utilisé, la consommation de courant du moteur de la pompe reste faible par rapport aux réalisations antérieures connues comportant une dérivation sur la conduite d'alimentation.In FR-A-2 725 244, the pressure sensor is also of the membrane type stressed, on one side, by the fuel pressure at the pump outlet, and on the other side by a spring, the membrane displacing a movable contact by relative to a fixed contact of a control switch of a electronic module controlling the power supply to the pump drive motor. The calibration pressure of the pressure sensor is higher than the operating pressure required at regulator output. As the pump is not traveled only by the fuel actually used, the current consumption of the pump motor remains low compared to previous known embodiments comprising a branch on the supply line.
Dans US-A-5 398 655, le capteur de pression en sortie de pompe est également un capteur manométrique à un seuil, associé à un clapet de surpression, et qui, lorsqu'il détecte en sortie de pompe, une pression de carburant supérieure à un seuil, lui-même supérieur à la pression nominale de fonctionnement du dispositif, commande, d'une part, un modulateur de largeur d'impulsions de courant transmises au moteur électrique de la pompe, et, d'autre part, l'ouverture du clapet de surpression pour le retour vers le réservoir du carburant en surpression dans la conduite d'alimentation, entre un clapet anti-retour à la sortie de la pompe et l'entrée du régulateur d'alimentation de la rampe à pression différentielle constante.In US-A-5 398 655, the pressure sensor in pump outlet is also a pressure sensor at a threshold, associated with a pressure relief valve, and which, when detects fuel pressure at the pump outlet greater than a threshold, itself greater than the pressure nominal operation of the device, control, hand, a current pulse width modulator transmitted to the electric motor of the pump, and, on the other hand, opening the pressure relief valve for the return to the overpressure fuel tank in the supply line, between a non-return valve at the pump output and power regulator input of the ramp at constant differential pressure.
Par FR-A-2 686 947, on connaít également un circuit de distribution de carburant à un moteur en fonction de la demande du moteur, et dans lequel la vitesse de la pompe est régulée pour transmettre du carburant sous pression du réservoir au moteur, avec un débit qui varie en fonction de l'énergie électrique appliquée à la pompe par un circuit électronique lui-même commandé par un capteur détectant la quantité d'air d'admission au moteur. De la sorte, la pompe travaille à une vitesse qui suffit juste à satisfaire la demande du moteur, et le bruit de pompage est réduit aux faibles vitesses de la pompe et du moteur, ainsi que le courant transmis à la pompe aux vitesses de ralenti du moteur.By FR-A-2 686 947, we also know a circuit distribution of fuel to an engine depending on the motor demand, and in which the pump speed is regulated to transmit fuel under pressure from tank to the engine, with a flow rate which varies according to electrical energy applied to the pump by a circuit itself controlled by a sensor detecting the amount of engine intake air. In this way, the pump works at a speed that is just enough to satisfy the motor demand, and pumping noise is reduced to low pump and motor speeds, as well as current transmitted to the pump at idle speeds of the engine.
Dans tous les circuits "sans retour" des brevets précédemment cités, la pompe électrique est pilotée soit en boucle fermée, à partir de la mesure d'un paramètre de fonctionnement du circuit d'alimentation, qui est le plus souvent la pression de carburant à la sortie de la pompe, soit d'après la mesure du débit d'air au collecteur d'admission d'air au moteur, lequel débit d'air est indirectement lié au débit du carburant consommé par le moteur. Dans tous les cas, l'installation doit donc comporter au moins un capteur de ce paramètre de fonctionnement, pour émettre un signal de commande d'une unité électronique réalisant la modulation de l'énergie électrique transmise au moteur d'entraínement de la pompe.In all patent-free circuits previously mentioned, the electric pump is controlled either by closed loop, from the measurement of a parameter of operation of the power circuit, which is the most often the fuel pressure at the pump outlet, either by measuring the air flow at the intake manifold air to the motor, which air flow is indirectly related to the flow of fuel consumed by the engine. In all in cases, the installation must therefore include at least one sensor of this operating parameter, to send a control signal from an electronic unit performing the modulation of the electrical energy transmitted to the motor pump drive.
Le but de l'invention est de proposer un circuit d'alimentation en carburant à pompe électrique pilotée en pression, qui conserve tous les avantages des circuits "sans retour" présentés ci-dessus sans avoir l'inconvénient d'au moins un capteur spécifique sur les circuits d'air et de carburant du moteur pour commander la pompe.The object of the invention is to propose a circuit fuel supply to an electric pump controlled by pressure, which retains all the advantages of circuits "without return "presented above without having the disadvantage of minus a specific sensor on the air and engine fuel to drive the pump.
Un autre but de l'invention est de proposer un tel circuit qui peut avantageusement et simultanément présenter de plus les avantages des circuits connus d'alimentation en carburant dans lesquels la pompe est disposée dans un bol de réserve de carburant, lui-même disposé dans un réservoir de carburant et vers lequel bol une partie du carburant refoulé par la pompe est dérivée, sous la forme d'au moins un jet de carburant injecté dans le bol avec un débit nécessaire pour éviter le désamorçage de la pompe.Another object of the invention is to propose such a circuit which can advantageously and simultaneously present in addition the advantages of known circuits for supplying fuel in which the pump is placed in a bowl of fuel reserve, itself arranged in a tank of fuel and to which bowl part of the fuel returned by the pump is derived, in the form of at least one jet of fuel injected into the bowl with a flow required to avoid defusing the pump.
A cet effet, le circuit d'alimentation en carburant selon l'invention, pour moteur à combustion interne, comprenant une pompe à carburant à moteur électrique, pompant du carburant dans un réservoir de carburant, et alimentant, directement ou indirectement, une rampe d'alimentation d'au moins un injecteur de carburant, avec l'assistance d'au moins un régulateur de pression de carburant, se caractérise en ce que le moteur de la pompe est piloté par une unité électronique de commande de façon à aligner la pression de sortie de la pompe sur une pression objective déterminée par l'unité électronique de commande comme étant supérieure à la pression de fonctionnement du régulateur qui est du type détendeur, et dont la caractéristique de pression est connue de l'unité électronique de commande, la presion de sortie de la pompe étant déterminée par l'unité électronique de commande selon une relation entre la pression de sortie et au moins le courant moyen du moteur de la pompe.For this purpose, the fuel supply circuit according to the invention, for an internal combustion engine, comprising a fuel pump with an electric motor, pumping fuel into a fuel tank, and feeding, directly or indirectly, a feed ramp at least one fuel injector, with assistance from at least one pressure regulator fuel, is characterized in that the pump motor is controlled by an electronic control unit so to align the pump outlet pressure with a pressure objective determined by the electronic control unit as being greater than the operating pressure of the regulator which is of the regulator type, and whose characteristic pressure is known from the electronic unit of control, the output pressure of the pump being determined by the electronic control unit according to a relation between the outlet pressure and at least the mean current of the pump motor.
Ainsi, le contrôle de la pression n'est plus assuré par une boucle de contreréaction à l'aide d'un capteur de pression de carburant à l'entrée de la rampe ou dans la conduite d'alimentation, mais cette pression de carburant, dans un circuit d'alimentation par ailleurs sensiblement identique à un circuit "sans retour" traditionnel, est contrôlée vers la rampe par le régulateur-détendeur de pression, de structure classique connue, et en amont du régulateur-détendeur, par l'unité électronique de commande qui pilote la pompe pour obtenir la pression de sortie appropriée, supérieure à la pression de fonctionnement du régulateur-détendeur. Ce pilotage est assuré par alignement de la pression réelle de sortie de la pompe, appréhendée par l'unité électronique de commande au travers d'au moins le courant moyen du moteur de la pompe, sur une pression objective calculée ou élaborée par cette unité de commande pour satisfaire au critère de pression supérieure à la pression de fonctionnement du régulateur-détendeur.Pressure control is no longer ensured by a feedback loop using a fuel pressure at the inlet of the rail or in the supply line, but this fuel pressure, in a supply circuit otherwise substantially identical to a traditional "no return" circuit, is controlled towards the ramp by the regulator-regulator pressure, of known conventional structure, and upstream of the regulator-regulator, by electronic control unit which controls the pump to obtain the outlet pressure appropriate, higher than the operating pressure of the expander-regulator. This control is ensured by alignment of the actual pump outlet pressure, apprehended by the electronic control unit through at least the mean current of the pump motor, at one pressure objective calculated or developed by this control unit to meet the pressure criterion greater than the operating pressure of the regulator-regulator.
Avantageusement, l'unité électronique de commande assure un asservissement en courant moyen du moteur de la pompe par le calcul d'un signal d'erreur entre un courant moyen objectif, correspondant à la pression objective, et le courant moyen du moteur mesuré par ladite unité.Advantageously, the electronic control unit provides a mean current servo motor for the pump by calculating an error signal between a current objective means, corresponding to objective pressure, and the mean motor current measured by said unit.
Avantageusement de plus, la relation entre la pression de sortie de la pompe et au moins le courant moyen du moteur prend également en compte au moins le régime de rotation de la pompe et/ou l'état thermique de la pompe, et plus précisément de son étage de pompage, et/ou le débit de la pompe. Advantageously, the relationship between the pump outlet pressure and at least the average current of the engine also takes into account at least the engine speed pump rotation and / or pump thermal state, and more precisely from its pumping stage, and / or the flow of the pump.
Cette mesure technique permet de piloter la pompe en pression de la manière précitée tout en tenant compte, de plus, du débit de carburant requis notamment par le moteur.This technical measure allows the pump to be controlled by pressure in the aforementioned manner while taking into account, plus, the fuel flow required in particular by the engine.
A cet effet, le débit de la pompe est déterminé en prenant en compte au moins le débit du moteur, calculé par une unité électronique de contrôle moteur, pilotant au moins l'injection de carburant dans le moteur, et associée à ladite unité électronique de commande, à laquelle l'unité électronique de contrôle moteur transmet au moins une information de débit requis par le moteur.For this purpose, the flow rate of the pump is determined in taking into account at least the engine flow, calculated by an electronic engine control unit, controlling at least injecting fuel into the engine, and associated with said electronic control unit, to which the unit engine control electronics transmits at least one flow information required by the engine.
Lorsque le circuit est du type dans lequel la pompe est disposée dans un bol de réserve de carburant, lui-même disposé dans le réservoir de carburant, et qu'une fraction du carburant refoulé par la pompe est dérivée vers le bol, dans lequel cette fraction de carburant est injectée avec un débit de jet nécessaire pour éviter le désamorçage de la pompe, le débit de la pompe est avantageusement déterminé en prenant également en compte le débit de jet nécessaire.When the circuit is of the type in which the pump is placed in a fuel reserve bowl, itself disposed in the fuel tank, and that a fraction fuel discharged by the pump is diverted to the bowl, in which this fraction of fuel is injected with a jet flow required to avoid defusing the pump, the flow rate of the pump is advantageously determined by also taking into account the required jet flow.
Le régime de rotation de la pompe peut être déterminé par analyse du courant instantané du moteur et détection des commutations du collecteur au moteur.Pump rotation speed can be determined by analysis of the instantaneous motor current and detection from the commutator to the motor.
D'une manière simple, cette détection de commutation du collecteur du moteur est obtenue par un filtrage dans au moins un filtre passe-haut du courant instantané du moteur.In a simple way, this switching detection of the motor manifold is obtained by filtering in at minus a high-pass filter of the instantaneous motor current.
Sur un circuit selon l'invention, le régulateur-détendeur est avantageusement disposé immédiatement en amont de la rampe et définit la pression de carburant dans cette dernière à partir de la pression supérieure de carburant qu'il reçoit de la pompe.On a circuit according to the invention, the regulator-regulator is advantageously placed immediately upstream of the rail and sets the fuel pressure in this last from the top fuel pressure that it receives from the pump.
D'autres avantages et caractéristiques de l'invention ressortiront de la description donnée ci-dessous, à titre non limitatif, d'un exemple de réalisation décrit en référence aux dessins annexés sur lesquels :
- la figure 1 est une vue schématique du circuit d'alimentation en carburant d'un moteur à injection, et
- les figures 2 et 3 sont des schémas de la régulation assurée par l'unité électronique de commande du circuit de la figure 1 pour piloter la pression de sortie de la pompe électrique de ce circuit sur une pression objective.
- FIG. 1 is a schematic view of the fuel supply circuit of an injection engine, and
- Figures 2 and 3 are diagrams of the regulation provided by the electronic control unit of the circuit of Figure 1 to control the output pressure of the electric pump of this circuit to an objective pressure.
Le circuit d'alimentation en carburant de la figure 1 comprend une pompe à carburant 1, qui est une pompe électrique comportant, de façon bien connue, un étage de pompage entraíné en rotation par un moteur électrique, de préférence du type alimenté en courant électrique par commutation d'un collecteur du moteur.The fuel system in Figure 1 includes a fuel pump 1, which is a pump electric comprising, in a well known manner, a stage of pumping driven in rotation by an electric motor, preferably of the type supplied with electric current by motor collector switching.
Cette pompe électrique 1 est disposée dans un bol de
réserve de carburant 2, qui est lui-même disposé sur le fond
d'un réservoir de carburant 3.This electric pump 1 is placed in a bowl of
fuel reserve 2, which is itself arranged on the bottom
a
Le moteur électrique de la pompe 1 est alimenté en courant électrique par une unité électronique de commande 4. La pompe 1 prélève du carburant dans le bol de réserve 2, de préférence au travers d'un filtre amont (non représenté), et refoule le carburant au travers d'un filtre aval 5 dans une canalisation d'alimentation 6 vers un régulateur de pression de carburant 7.The electric motor of pump 1 is supplied with electric current by an electronic control unit 4. Pump 1 draws fuel from the reserve bowl 2, from preferably through an upstream filter (not shown), and delivers the fuel through a downstream filter 5 into a supply line 6 to a pressure regulator fuel 7.
Ce régulateur 7 assure l'alimentation en carburant
d'une rampe 8, à l'extrémité aval de la canalisation
d'alimentation 6, et qui est une rampe commune d'alimentation
des injecteurs 9 d'un moteur 10 à combustion interne.
En amont du régulateur 7, une fraction du carburant refoulé
par la pompe 1 dans la canalisation d'alimentation 6 est
retournée au bol 2 sous la forme d'un jet 11 injecté dans la
base du bol 2 avec un débit minimum nécessaire pour éviter
le désamorçage de la pompe 1.This regulator 7 provides the fuel supply
a
Si le moteur 10 est un moteur à allumage commandé à
injection indirecte, le régulateur 7 alimente directement la
rampe 8 en carburant à une pression de service satisfaisante
pour une alimentation des injecteurs 9 avec une pression
différentielle sensiblement constante entre la pression de
carburant et la pression d'air au collecteur d'admission du
moteur.If the
Si le moteur 10 est un moteur à allumage commandé à
injection directe, ou à allumage par compression, le
régulateur 7 alimente indirectement la rampe, par l'intermédiaire
d'une pompe à haute pression associée à un régulateur
à haute pression qui détermine la pression d'injection du
carburant par les injecteurs 9.If the
Dans les deux cas, le régulateur 7 est un régulateur-détendeur
d'un type bien connu, par exemple à
membrane avec clapet d'entrée, comme dans US-A-5 398 655
et FR-A-2 725 244, et qui définit la pression de carburant
dans la rampe 8, ou vers l'entrée de la pompe à haute
pression, à partir d'une pression de carburant supérieure
qu'il reçoit de la pompe 1, pour qu'il puisse délivrer, vers
la rampe 8 en aval, du carburant sous une pression satisfaisante,
quelle que soit la demande en carburant du moteur 10.In both cases, the regulator 7 is a regulator-regulator
of a well-known type, for example at
diaphragm with inlet valve, as in US-A-5,398,655
and FR-A-2 725 244, which defines the fuel pressure
in
Un tel régulateur-détendeur 7 a l'avantage d'être d'une structure simple, économique et peu exigeante en ce qui concerne la précision de la pression qu'il reçoit.Such a regulator-regulator 7 has the advantage of being of a simple, economical and undemanding structure in this which concerns the precision of the pressure it receives.
Le filtre 5 et la dérivation de carburant vers le
jet 11 peuvent être réalisés sous la forme d'un sous-ensemble
à proximité du réservoir 3, ou dans ce dernier,
dans lequel ce sous-ensemble peut être directement associé
à la pompe 1.Filter 5 and the fuel bypass to the
jet 11 can be made in the form of a sub-assembly
near the
L'unité de commande 4 pilote la pompe 1 pour que sa
pression réelle de sortie soit autant que possible alignée
sur une pression objective supérieure à la pression de
fonctionnement du régulateur-détendeur 7, elle-même asservie
à la pression au collecteur d'admission d'air au moteur 10,
la caractéristique de pression du régulateur-détendeur 7
étant connue de l'unité 4, et cette pression objective étant
choisie pour que simultanément le débit de la pompe satisfasse
au besoin du moteur 10, pour chaque point de fonctionnement
de ce dernier, ainsi qu'au débit minimum de bonne
alimentation du jet 11 de retour dans le bol de réserve 2,
pour éviter le désamorçage de la pompe 1.The control unit 4 controls the pump 1 so that its
actual outlet pressure as aligned as possible
on an objective pressure higher than the pressure of
operation of regulator-regulator 7, itself controlled
at the pressure at the engine
L'alignement de la pression réelle de sortie de la pompe 1 sur la pression objective est effectué dans l'unité de commande 4 par une régulation schématiquement représentée sur les figures 2 et 3.The alignment of the actual outlet pressure of the pump 1 on the objective pressure is carried out in the unit 4 by a schematically represented regulation in Figures 2 and 3.
Sur la figure 2, l'unité 4 reçoit en 12 une information
de débit moteur, qui lui est fournie par une unité
électronique de contrôle moteur, de tout type convenable
connu, qui pilote l'injection, et connaít donc, pour chaque
point de fonctionnement du moteur, les instants et durées
d'injection du carburant par les injecteurs 9 dans les
cylindres du moteur 10. Lorsque ce moteur 10 est un moteur
à allumage commandé, l'unité de contrôle moteur (non
représentée) pilote avantageusement également l'allumage
ainsi éventuellement que d'autres fonctions, tels que
l'anti-patinage, ou encore l'admission d'air dans le cas
d'un corps papillon motorisé.In FIG. 2, the unit 4 receives information at 12
motor flow rate, which is supplied to it by a unit
engine control electronics of any suitable type
known, who controls the injection, and therefore knows, for each
engine operating point, times and durations
fuel injection by the
L'unité électronique de commande 4 du circuit de l'invention est ainsi associée à l'unité de contrôle moteur, et est avantageusement au moins partiellement intégrée dans cette dernière, sauf éventuellement pour son étage de puissance parcouru par des courants relativement importants.The electronic control unit 4 of the the invention is thus associated with the engine control unit, and is advantageously at least partially integrated into the latter, except possibly for its floor of power traversed by relatively large currents.
L'unité de commande 4 comme l'unité de contrôle moteur sont des unités électroniques comprenant notamment des calculateurs à microprocesseurs ou microcontrôleurs, et des moyens de mémorisation, en particulier sous forme de cartographies de valeurs et courbes caractéristiques de paramètres de fonctionnement du moteur et du circuit d'alimentation en carburant, notamment de la caractéristique courant moyen du moteur de pompe 1 en fonction de la pression de sortie de la pompe 1 dans l'unité de commande 4.The control unit 4 as the control unit engine are electronic units including microprocessor or microcontroller computers, and storage means, in particular in the form of characteristic maps and characteristic curves of engine and circuit operating parameters fuel supply, especially the characteristic mean current of pump motor 1 as a function of output pressure of pump 1 in control unit 4.
L'unité de commande 4 a en mémoire en 13 la caractéristique
du débit du jet 11 en fonction de la pression qui
règne dans la canalisation 6, et l'unité 4 calcule ensuite
en 14 la somme du débit moteur 12 et du débit de jet 13 qui
constitue un débit de pompe à respecter, pris en compte dans
un bloc 15 mettant en oeuvre un modèle fonctionnel de la
pompe 1.The control unit 4 has in memory at 13 the characteristic
the flow rate of the jet 11 as a function of the pressure which
reigns in line 6, and unit 4 then calculates
at 14 the sum of the
Parallèlement, à partir des conditions de fonctionnement
du moteur 10, et par exemple de l'état de démarrage
du moteur 10, qui sont transmises à l'unité 4 par l'unité de
contrôle moteur, et à partir de la caractéristique de
pression du régulateur-détendeur 7, connue par construction
et mémorisée dans l'unité 4, cette dernière élabore en 16 un
signal de pression objective, qui est transmis au bloc de
modélisation 15. Ce bloc de modèlisation 15 comporte
également des programmes mettant en oeuvre des algorithmes,
des cartographies mémorisées dans l'unité 4 pour élaborer un
signal 17 de courant moyen objectif pour le moteur de la
pompe 1, qui correspond à la pression objective 16 de la
pompe, en tenant compte d'autres paramètres de fonctionnement
de la pompe 1, et notamment la température de la pompe
1, et plus précisément de son étage de pompage, prise en
compte en 18, ainsi que de la vitesse ou du régime de
rotation 19 de la pompe 1. Ce régime de rotation est
mesuré par l'unité 4, par exemple par analyse du courant
instantané du moteur de la pompe 1 et détection des commutations
du collecteur de ce moteur. De manière connue en
laboratoire, et appliquée par l'invention dans l'unité 4,
cette détection des commutations du collecteur du moteur
électrique de la pompe 1 est assurée par filtrage dans au
moins un filtre passe-haut du courant instantané de ce
moteur électrique.At the same time, from the operating conditions
of the
Le signal de courant moyen objectif 17 du moteur de
la pompe 1 est donc disponible en sortie du bloc 15 de
modelisation de la pompe, dans lequel il est déterminé à
partir de la pression objective 16, et en tenant compte du
régime de rotation 19 de la pompe 1 et de la température 18
de l'étage de pompage de cette pompe 1 dans la relation
courant moyen-pression essentiellement donnée par une
cartographie dans le bloc 15. Ce signal de courant moyen 17
est utilisé par l'unité 4 pour un asservissement en courant
moyen du moteur de la pompe 1 procurant l'alignement
recherché de la pression réelle de sortie de la pompe sur la
pression objective. The objective mean
Cet asservissement en courant moyen est schématisé sur la figure 3.This slaving in average current is schematized in figure 3.
Sur la figure 3, l'unité 4 calcule la différence
entre le courant moyen objectif 17 et le courant moyen réel
20 du moteur de la pompe 1, qui est mesuré dans l'unité 4
par mesure d'une chute de tension aux bornes d'un shunt, de
manière connue. Le signal d'erreur 21 résultant de cette
différence entre les courants moyen objectif 17 et instantané
20 est transmis à un bloc 22, dans lequel il subit, par
exemple, de manière connue, un traitement proportionnel,
intégral et dérivé par des algorithmes appropriés. Le bloc
22 émet un signal différentiel de commande 23 transmis en 24
à un courant de commande nominal 25 du moteur électrique de
la pompe 1, par exemple un courant de commande à impulsions
ou créneaux de tension de largeur variable (ou rapport
cyclique d'ouverture variable), de sorte que ce courant de
commande nominal 25 est transformé en courant de commande
effectif 26 de même type (à impulsions de courant de largeur
variable) qui est délivré par l'unité 4 au moteur électrique
de la pompe 1, afin d'aligner le courant moyen mesuré 20 sur
le courant moyen objectif 17, et ainsi aligner la pression
réelle de sortie de la pompe 1 sur la pression objective 16
déterminée par l'unité de commande 4.In figure 3, unit 4 calculates the difference
between the target average current 17 and the real average current
20 of the pump motor 1, which is measured in unit 4
by measuring a voltage drop across a shunt,
known manner. The
Claims (8)
- A fuel supply circuit for an internal combustion engine (10), including a fuel pump (1) driven by an electric motor, pumping fuel stored in a fuel tank (3) and supplying directly or indirectly a manifold (8) supplying at least one fuel injector (9), with the assistance of at least one fuel pressure regulator (7),
characterized in that the motor of the pump (1) is controlled by an electronic control unit (4) which aligns the output pressure of the pump (1) to a target pressure (16) determined by the electronic control unit (4) and greater than the operating pressure of the pressure regulator (7), which is of the pressure regulator/pressure reducing valve type, and whose pressure characteristic is known to the electronic control unit (4), the output pressure of the pump (1) being determined by said unit (4) on the basis of a relationship between the output pressure and at least the average current (20) of the motor of the pump (1 ). - A fuel supply circuit according to claim 1, characterized in that the electronic control unit (4) controls the average current of the motor by calculating an error signal (21) between a target average current (17) corresponding to the target pressure (16) and the average current (20) of the motor measured by said unit (4).
- A fuel supply circuit according to either claim 1 or claim 2, characterized in that said relationship between the output pressure of the pump (1) and at least the average current of the motor also takes into account at least the rotation speed (19) of the pump (1) and/or the thermal state (18) of the pumping stage of the pump (1) and/or the flowrate (14) of the pump (1).
- A fuel supply circuit according to claim 3, characterized in that the rotation speed (19) of the pump (1) is determined by analyzing the instantaneous current of the motor of the pump (1) and detecting commutation of the collector of said motor.
- A fuel supply circuit according to claim 4, characterized in that commutation of the collector of the motor of the pump (1) is detected by filtering the instantaneous current of said motor in at least one high-pass filter.
- A fuel supply circuit according to any of claims 3 to 5, characterized in that the flowrate (14) of the pump (1) is determined taking into account at least the flowrate (12) of the internal combustion engine (10), calculated by an electronic engine control unit controlling at least the injection of fuel into the engine (10) and associated with said electronic control unit (4), to which the electronic engine control unit transmits an indication (12) of the flowrate required by the engine (10).
- A fuel supply circuit according to claim 6, characterized in that the pump (1) is in a fuel reserve bowl (2) in the fuel tank (3) and a fraction of the fuel pumped by the pump (1) is diverted to said bowl (2) into which said fraction of the fuel is injected with a jet flowrate (11) needed to prevent the pump (1) de-priming, the flowrate (14) of the pump (1) being determined allowing also for said necessary flowrate (13) of the jet (11).
- A fuel supply circuit according to any of claims 1 to 7, characterized in that said fuel pressure regulator/pressure reducing valve (7) is disposed immediately upstream of the manifold (8) and defines the fuel pressure therein.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9808992 | 1998-07-13 | ||
FR9808992A FR2781012B1 (en) | 1998-07-13 | 1998-07-13 | OBJECTIVE PRESSURE DRIVEN ELECTRIC PUMP FUEL SUPPLY CIRCUIT FOR INTERNAL COMBUSTION ENGINE |
PCT/FR1999/001689 WO2000003135A1 (en) | 1998-07-13 | 1999-07-09 | Electrically controlled fuel supply pump for internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1105633A1 EP1105633A1 (en) | 2001-06-13 |
EP1105633B1 true EP1105633B1 (en) | 2002-04-03 |
Family
ID=9528603
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99929467A Expired - Lifetime EP1105633B1 (en) | 1998-07-13 | 1999-07-09 | Electrically controlled fuel supply pump for internal combustion engine |
Country Status (10)
Country | Link |
---|---|
US (1) | US6453878B1 (en) |
EP (1) | EP1105633B1 (en) |
JP (1) | JP2002520537A (en) |
CN (1) | CN1096555C (en) |
BR (1) | BR9912063A (en) |
DE (1) | DE69901190T2 (en) |
ES (1) | ES2174619T3 (en) |
FR (1) | FR2781012B1 (en) |
PL (1) | PL344830A1 (en) |
WO (1) | WO2000003135A1 (en) |
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-
1999
- 1999-07-09 BR BR9912063-1A patent/BR9912063A/en not_active IP Right Cessation
- 1999-07-09 PL PL99344830A patent/PL344830A1/en unknown
- 1999-07-09 ES ES99929467T patent/ES2174619T3/en not_active Expired - Lifetime
- 1999-07-09 CN CN99808477A patent/CN1096555C/en not_active Expired - Lifetime
- 1999-07-09 JP JP2000559343A patent/JP2002520537A/en active Pending
- 1999-07-09 EP EP99929467A patent/EP1105633B1/en not_active Expired - Lifetime
- 1999-07-09 WO PCT/FR1999/001689 patent/WO2000003135A1/en active IP Right Grant
- 1999-07-09 DE DE69901190T patent/DE69901190T2/en not_active Expired - Lifetime
- 1999-07-09 US US09/743,601 patent/US6453878B1/en not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10224094A1 (en) * | 2002-05-31 | 2003-12-11 | Bayerische Motoren Werke Ag | Fuel system for vehicles, especially motorcycles, has amplifier electronics electrically connected to, spatially separate from control electronics producing control signal depending on fuel demand |
DE10224094B4 (en) * | 2002-05-31 | 2010-06-02 | Bayerische Motoren Werke Aktiengesellschaft | Fuel system for vehicles, in particular for motorcycles |
Also Published As
Publication number | Publication date |
---|---|
WO2000003135A1 (en) | 2000-01-20 |
BR9912063A (en) | 2001-04-03 |
FR2781012B1 (en) | 2001-02-16 |
DE69901190T2 (en) | 2002-11-28 |
ES2174619T3 (en) | 2002-11-01 |
JP2002520537A (en) | 2002-07-09 |
DE69901190D1 (en) | 2002-05-08 |
FR2781012A1 (en) | 2000-01-14 |
CN1096555C (en) | 2002-12-18 |
PL344830A1 (en) | 2001-11-19 |
US6453878B1 (en) | 2002-09-24 |
CN1308710A (en) | 2001-08-15 |
EP1105633A1 (en) | 2001-06-13 |
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