EP1109999A1 - Procede permettant la montee rapide de la pression de carburant dans un accumulateur de carburant - Google Patents

Procede permettant la montee rapide de la pression de carburant dans un accumulateur de carburant

Info

Publication number
EP1109999A1
EP1109999A1 EP99952431A EP99952431A EP1109999A1 EP 1109999 A1 EP1109999 A1 EP 1109999A1 EP 99952431 A EP99952431 A EP 99952431A EP 99952431 A EP99952431 A EP 99952431A EP 1109999 A1 EP1109999 A1 EP 1109999A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pump
pressure
pump chamber
internal combustion
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
EP99952431A
Other languages
German (de)
English (en)
Other versions
EP1109999B1 (fr
Inventor
Christoph Klesse
Martin Werner
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.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1109999A1 publication Critical patent/EP1109999A1/fr
Application granted granted Critical
Publication of EP1109999B1 publication Critical patent/EP1109999B1/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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines

Definitions

  • the invention relates to a method for building up the fuel pressure in a fuel accumulator according to the preamble of patent claim 1.
  • the fuel is pumped by a high-pressure pump into a fuel accumulator and injected into the combustion chamber of the internal combustion engine via injectors.
  • WO 95/25887 describes a method and an apparatus for
  • Regulation of the fuel pressure in a fuel accumulator in which a valve is provided between a pre-feed pump and a volume-flow-controlled high-pressure pump, which regulates the fuel supply to the pump chamber of the high-pressure pump.
  • the pump chamber is empty, in part or completely filled, which determines the flow rate of the fuel from the high-pressure pump into the fuel accumulator.
  • the object of the invention is to provide a method for quickly building up the fuel pressure in the fuel accumulator during the starting process of an internal combustion engine.
  • the fuel supply to the high-pressure pump is regulated during the shutdown process in such a way that the pump cylinders are filled until the internal combustion engine and the high-pressure pump come to a standstill, so that a largely or completely filled pump chamber is available during the subsequent starting process, regardless of the operating state of the previous shutdown process of the high-pressure pump put.
  • a high-pressure pump reaches its maximum delivery rate, which means that the pressure in the fuel accumulator is quickly increased when starting.
  • FIG. 1 shows a common rail injection system with a volume-flow-controlled high-pressure pump
  • FIG. 2 shows the sequence of a method for quickly building up the fuel pressure in a fuel accumulator
  • FIG. 1 shows a common rail injection system with a fuel tank 1, from which fuel is fed to a high-pressure pump 6 via a prefeed pump 2, a fuel filter 4 and a controllable valve 5.
  • the high-pressure pump 6 is connected to a fuel accumulator 9 via a fuel line 8.
  • the fuel accumulator 9 is connected to injectors 13, which inject the fuel from the fuel accumulator 9 into the combustion chamber of an internal combustion engine 14.
  • the injectors 13 have leakage lines 15 which are led to the fuel tank 1.
  • the pre-feed pump 2 is driven by an electric motor 3.
  • the high-pressure pump 6 is driven by the internal combustion engine and rotates with fixed transmission ratios proportional to the engine speed of the internal combustion engine, a sufficient fuel pressure being built up in the fuel accumulator under all operating conditions.
  • a high-pressure pump 6 with positively guided pump pistons with a constant stroke volume is preferably used to request fuel and generate the fuel pressure in the fuel accumulator 9, which is driven by the internal combustion engine 14.
  • the demand volume flow which indicates the amount of fuel required by the high pressure pump 6 per unit of time, is dependent on the stroke volume of the pump chamber of the high pressure pump 6 and on the pump speed, the stroke volume corresponding to the required amount of fuel per pump revolution.
  • the flow rate is therefore high at high engine speeds.
  • the controllable valve 5 is used on the low pressure side, which reduces the fuel flow from the preliminary pump to the high pressure pump 6, e.g. by changing the cross section of the inlet to the high-pressure pump 6 through a valve 5, so that the pump chamber is only partially filled with fuel and the flow rate to the fuel reservoir is reduced accordingly.
  • the valve 5 is preferably designed as a slide valve.
  • valve 5 per meter of a pump cylinder facing a pump chamber or one valve 5 for all pump cylinders are used.
  • valve 5 is designed as a digitally switchable valve that temporarily opens or closes during the suction process of the high-pressure pump 6.
  • the duration of the opening or closing and the times of opening and closing during a suction process influence the desired degree of fullness of the pump chamber of the high-pressure pump 6.
  • the digitally switchable valve 5 is preferably designed as a seat valve.
  • valve 5 is designed as a rotary slide valve, which turns on with each pump revolution Dosable, pre-measured volume of the respective pumping spaces of the high pressure pump 6 is supplied.
  • the metering is carried out by varying the angle between the opening and closing of the inlets in the individual pump cylinders at an angle synchronous with the shaft of the high-pressure pump 6 and thus as a function of the position of the pump pistons of the high-pressure pump 6.
  • the pre-feed pump 2 has at least one pump cylinder with an adjustable stroke volume, as a result of which the amount of fuel supplied to the pump chamber of the high-pressure pump 6 is influenced.
  • the high-pressure pump 6 can be designed as a variable displacement pump, in which the stroke volume of the pump chamber can be adjusted.
  • the fuel quantity supplied to the fuel accumulator 9 is set via the controllable valve 5, which is connected to a control unit 11 via a first control line 7.
  • the control unit 11 is connected to the injectors 13 via second control lines 12.
  • the control unit 11 is connected via a signal line to a pressure sensor 10 which is connected to the fuel accumulator 9.
  • An adjustable pressure valve 30 is connected to the control unit 11 via a third control line 31.
  • the pressure valve 30 is used primarily for rapid pressure release in the fuel accumulator 9, excess fuel being fed into the fuel tank 1.
  • the control unit 11 controls the valve 5 and the pressure valve 30.
  • control unit 11 is connected to the components of the internal combustion engine 14 via a data line 16.
  • valve 5 When switching off, the valve 5 is opened to a predetermined minimum cross-section. Because of the inertia of the internal combustion engine 14, the remaining engine and pump revolutions are sufficient to fill the pump chamber largely or completely with fuel, the prefeed pump 2 being operated until the internal combustion engine comes to a standstill.
  • the high-pressure pump 6 preferably has a plurality of pumping spaces, all of which are preferably filled with fuel.
  • High-pressure pump 6 and the prefeed pump 2 are driven by the internal combustion engine 14 and rotate with a fixed transmission ratio proportional to the engine speed of the internal combustion engine 14.
  • the prefeed pump 2 is preferably integrated in the housing of the high-pressure pump 6.
  • valve 5 When the internal combustion engine 14 is switched off, the valve 5 is also opened to a predetermined minimum cross section in this embodiment, so that the pump chamber of the high-pressure pump 6 is largely or completely filled with fuel after the switch-off process has ended. Due to the inertia of the internal combustion engine 14, the remaining engine and pump revolutions are sufficient to fill the pump chamber largely or completely with fuel.
  • the high pressure pump 6 can be driven by a motor.
  • Another embodiment of the low-pressure fuel control consists in providing a controllable pre-feed pump which is designed to be controllable in terms of speed.
  • the amount of fuel supplied to the high-pressure pump 6 and thus to the fuel accumulator 9 is set by the control unit 11 via the speed of the controllable pre-feed pump.
  • the prefeed pump is preferably driven by an electrically controllable motor.
  • the pump speed is either constant constant or dependent on the engine speed of the internal combustion engine 14.
  • controllable pre-feed pump is set to a minimum speed so that after the switch-off process, i.e. after the internal combustion engine 14 and the high-pressure pump 6 have come to a standstill, the pump chamber of the high-pressure pump 6 is largely or completely filled with fuel.
  • a medium-pressure fuel control with a pressure-controlled pre-feed pump can also be used, which is controlled by the control unit 11 via a fourth control line.
  • the fuel flow supplied to the fuel accumulator 9 is controlled via the pressure in the pre-feed pump.
  • the setpoint pressure in the pre-feed pump is set to a minimum value, so that the flow rate into the high-pressure pump is so high that after the switch-off process has ended, the pump chamber of the high-pressure pump 6 is largely or completely filled with fuel.
  • the controllable valve 5 changes the cross section of the inlet channel to the pump chamber and can e.g. be designed as a slide valve or poppet valve which, depending on the embodiment, is open or closed when de-energized.
  • one or more pump cylinders are switched off to regulate the flow rate of the high-pressure pump 6 and all of them during the switch-off process A.
  • FIG. 2 schematically shows the sequence of the method with which the control device 11 controls the rapid build-up of the fuel pressure in the fuel accumulator 9.
  • the method can be implemented in the form of individual discrete components or in the form of a sequence program.
  • the starting point of the method is the operation of the internal combustion engine (state I) which precedes a starting process S and which, under any operating state, e.g. Idling, full throttle, etc., is switched off (state II), which initiates a switch-off process A.
  • the driver of the vehicle can use a control element, e.g. actuate the ignition key, which signals the control unit 11 that a switch-off process should be initiated.
  • the control unit 11 controls the shutdown process.
  • the delivery volume flow of the high pressure pump 6 is dependent on the degree of filling of the pump chamber.
  • the delivery volume flow of the high-pressure pump 6 is controlled as a function of the operating state of the internal combustion engine and is reduced by only partially filling the pump chamber with fuel.
  • the controllable pressure valve 30 is preferably depressurized, as a result of which the fuel pressure in the fuel accumulator 9 drops (state III).
  • the injectors 13 are no longer activated and no longer inject fuel into the combustion chamber of the internal combustion engine 14, any ignition system that may be present being switched off.
  • An engine control unit continues to operate up to one minute after the internal combustion engine has come to a standstill, for example in order to rations to complete. Therefore, the control and regulation processes necessary for the method for rapid pressure build-up can be carried out by the engine control unit during the shutdown process of the internal combustion engine.
  • the control unit 11 is preferably part of the engine control unit.
  • the fuel supply to the high-pressure pump 6 and the high-pressure pump 6 are controlled by the control unit 11 by means of the means described in the exemplary embodiments so that the pump chamber of the high-pressure pump 6 is largely or completely filled with fuel until the internal combustion engine 14 and the high-pressure pump 6 come to a standstill (state IV) will (state III).
  • the control unit 11 closes off all other computing processes relating to the vehicle and switches off or goes into a standby state, which means that the end of the switch-off process (V) is reached .
  • the driver of the vehicle actuates an operating element, e.g. the ignition key, whereby the control unit 11 is signaled that the internal combustion engine is to be switched on.
  • the control unit 11 is activated and the starting process S begins (state VI).
  • a starter drives the internal combustion engine 14. Depending on the ratio of the pump speed to the motor speed and the speed of the starter, one pump revolution can take more than one second.
  • the time delay between adjusting the valve 5 and changing the delivery volume flow to the fuel accumulator 9 can be more than half a pump revolution. A corresponding The time delay also arises in the other exemplary embodiments described.
  • a high-pressure pump reaches its maximum delivery rate when the pump chamber is completely filled with fuel. If the pump chamber were empty or only partially filled with fuel at the start of the starting process S, the time delay until the pump chamber was completely full and the maximum flow volume flow would be a few 100 ms, which would delay the pressure build-up in the fuel accumulator 9 accordingly.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Système à rampe commune qui comporte une pompe de préalimentation après laquelle est montée une pompe haute pression à régulation de débit qui produit la pression de carburant dans l'accumulateur de carburant par refoulement. Le nombre de tours de la pompe haute pression est proportionnel au nombre de tours du moteur. En cas de débrayage du moteur à combustion interne, l'arrivée dans la chambre d'aspiration de la pompe haute pression est régulée de telle sorte qu'après l'arrêt de la pompe haute pression, la chambre d'aspiration de la pompe est largement remplie de carburant, grâce à quoi le processus de démarrage subséquent du moteur à combustion interne dispose d'un débit de pompe maximal, la chambre d'aspiration de pompe étant remplie, pour la montée de la pression du carburant.
EP99952431A 1998-08-25 1999-08-17 Procede permettant la montee rapide de la pression de carburant dans un accumulateur de carburant Expired - Lifetime EP1109999B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19838569 1998-08-25
DE19838569 1998-08-25
PCT/DE1999/002579 WO2000011342A1 (fr) 1998-08-25 1999-08-17 Procede permettant la montee rapide de la pression de carburant dans un accumulateur de carburant

Publications (2)

Publication Number Publication Date
EP1109999A1 true EP1109999A1 (fr) 2001-06-27
EP1109999B1 EP1109999B1 (fr) 2002-04-24

Family

ID=7878641

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99952431A Expired - Lifetime EP1109999B1 (fr) 1998-08-25 1999-08-17 Procede permettant la montee rapide de la pression de carburant dans un accumulateur de carburant

Country Status (3)

Country Link
EP (1) EP1109999B1 (fr)
DE (1) DE59901316D1 (fr)
WO (1) WO2000011342A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19937673A1 (de) * 1999-08-10 2001-02-22 Siemens Ag Einspritzanlage für eine Brennkraftmaschine
DE10237586A1 (de) * 2002-08-16 2004-02-26 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE102007026834A1 (de) 2007-06-06 2008-12-11 Hydraulik-Ring Gmbh Elektromagnetisches Regelventil und Einspritzanlage für eine Brennkraftmaschine
DE102009057403A1 (de) * 2009-12-08 2011-06-09 Continental Automotive Gmbh Vorrichtung zum Betreiben einer Kraftstoffversorgungseinrichtung für eine Brennkraftmaschine
DE102010008812A1 (de) * 2010-02-22 2011-08-25 Continental Automotive GmbH, 30165 Pumpeinrichtung und Verfahren zum Betreiben einer Pumpeinrichtung
DE102013220488B4 (de) * 2013-10-10 2017-05-04 Continental Automotive Gmbh Vorrichtung und Verfahren zur Steuerung einer Kraftstoffpumpe während der ersten Betriebsstunden

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5058553A (en) * 1988-11-24 1991-10-22 Nippondenso Co., Ltd. Variable-discharge high pressure pump
WO1995025887A1 (fr) * 1994-03-23 1995-09-28 Siemens Aktiengesellschaft Systeme permettant d'injecter du carburant dans les cylindres d'un moteur a combustion interne
DE19727413A1 (de) * 1997-06-27 1999-01-07 Bosch Gmbh Robert Kraftstoffeinspritzsystem für Brennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0011342A1 *

Also Published As

Publication number Publication date
DE59901316D1 (de) 2002-05-29
EP1109999B1 (fr) 2002-04-24
WO2000011342A1 (fr) 2000-03-02

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