EP1828580B1 - Procede et dispositif d'alimentation en carburant de moteurs a combustion interne - Google Patents

Procede et dispositif d'alimentation en carburant de moteurs a combustion interne Download PDF

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Publication number
EP1828580B1
EP1828580B1 EP05825518A EP05825518A EP1828580B1 EP 1828580 B1 EP1828580 B1 EP 1828580B1 EP 05825518 A EP05825518 A EP 05825518A EP 05825518 A EP05825518 A EP 05825518A EP 1828580 B1 EP1828580 B1 EP 1828580B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
adaptation
low
value
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EP05825518A
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German (de)
English (en)
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EP1828580A1 (fr
Inventor
Axel Wachtendorf
Leonhard Lang
Nicola Piantadosi
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Volkswagen AG
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Volkswagen AG
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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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control

Definitions

  • the invention relates to a method and a device for supplying fuel to internal combustion engines with an injection system by means of a high-pressure pump, in particular for the supply of common-rail systems, in which a prefeed pump supplies the high-pressure pump with fuel.
  • the internal combustion engine fueling system is therefore designed to achieve the typical high pressure values of 4 to 10 MPa for current systems.
  • Known fuel supply systems such as in the DE 41 26 640 A1 are divided into a low-pressure and a high-pressure system.
  • the pre-conveyed from the fuel tank by means of a low-pressure fuel pump and set under a slight pre-pressure fuel is delivered to the high-pressure pump, which is designed as a radial piston pump.
  • the fuel pressure is further raised to a predetermined pressure value.
  • the system pressure is controlled in the high-pressure system, wherein the actual pressure is detected by means of a high-pressure sensor, compared in a motor control unit with a desired pressure and a control value for a pressure relief valve is determined.
  • the required pressure is adjusted and the excess amount of fuel throttled via a return line to the tank.
  • the high pressure is regulated to the high pressure setpoint regardless of the amount of fuel injected into the engine.
  • the excess amount of fuel can also be selectively guided in an additional purge stream. However, this raises the problem of excessive fuel heating.
  • the fuel instead of being returned to the tank, the fuel may be returned to the high pressure pump where it may be immediately re-compressed, which improves the efficiency of the fuel supply system.
  • the desired pressure of the low-pressure system is usually also regulated and variably predefined as a function of the vapor pressure curve of the fuel to be assumed in the worst case and determined adaptation values.
  • the detected by means of a low pressure sensor actual pressure is compared with the target pressure and processed in an engine control unit to a controller response, at the same time an adjusted adaptation value for the target pressure is determined and set.
  • a characteristic map with values for the delivery capacity requirement of the low-pressure pump which is usually designed as an electric fuel pump, is addressed in the engine control unit and a power value for the pump is determined and output.
  • the target pressure assumes its highest values.
  • a vapor bubble formation must be avoided because the high pressure pump can no longer produce high pressure steam formation and in the cold start of the injectors a large amount of fuel must be injected into the combustion chamber with not yet active high pressure pump.
  • the delivery rate of the low-pressure pump decreases, so that at certain operating points with high target pressure, the low-pressure pump is very heavily loaded and may encounter its delivery limits.
  • the current temperature of the fuel in the high-pressure pump is determined and, depending on the determined temperature, the low-pressure pump is controlled or regulated such that it generates the determined admission pressure.
  • the form In addition to the temperature, however, the quality of the fuel has a decisive influence on the formation of vapor bubbles, since different fuels evaporate at different temperatures.
  • the form In order to ensure a safe operation of the internal combustion engine, the form is usually set to the worstcase case with a large tolerance control. An optimal setting of the form is therefore not or only by further measures, such as a additional refueling recognition possible.
  • a method for operating an internal combustion engine wherein fuel is compressed by a first fuel pump to a pre-pressure, which is applied to a low-pressure side of a second fuel pump.
  • the desired desired pressure is determined by means of a stored temperature-pressure relationship from a current temperature of the fuel in the second fuel pump.
  • the pre-pressure is lowered from an initial value based on a standard temperature / pressure relationship and the lowering of the pre-pressure is terminated when cavitation in the second fuel pump exceeds a permissible level, with a difference between the original pre-pressure and the reduced pre-pressure for adaptation the standard temperature / pressure relationship is used,
  • a fuel injection system is known, wherein the delivery pressure of a first pump in dependence on the fuel temperature and the evaporation behavior of the fuel is adjusted.
  • a fuel system of an internal combustion engine in which an estimated temperature is taken into account in the control and / or regulation of at least one component of the fuel system.
  • the aim is to avoid cavitation by adapting the admission pressure as a function of measured fuel temperatures.
  • From the DE 100 01 882 A1 is a method for preventing cavitation in a high pressure pump by means of adaptation of the form as a function of measured fuel temperature known.
  • the object is achieved by a method according to claim 1 and a device according to claim 14.
  • the inventive method for supplying fuel to internal combustion engines in which a low-pressure pump and a high-pressure pump promote the fuel for the internal combustion engine, the low-pressure pump provides a flow rate of fuel for the high-pressure pump and generates a voltage applied to the high-pressure pump form and the high-pressure pump, the flow rate with an injection pressure in an injection system of the internal combustion engine and in which the admission pressure is set to a determined by the vapor pressure curve of a fuel, variable target form, the injection pressure is controlled by a high pressure regulator and a corresponding to the desired form control value of the low pressure pump is corrected with an adaptation value characterized in that the adaptation value is determined in an adaptation mode of the fuel supply, wherein in the adaptation mode, the form pressure is changed until vapor bubbles before the high dr form the back pressure pump, the formation of vapor bubbles are detected by changing a regulator response of the high pressure regulator and in a detection of vapor bubbles current process parameters, preferably features of the low pressure pump and the temperature of the fuel, are determined, from which the adaptation value
  • the target admission pressure set with the adaptation value is always higher than the vapor pressure of the fuel.
  • the vapor bubbles are generated in such a way that the full function of the engine is given in each phase.
  • the vapor bubble formation is preferably only very short or in the approach.
  • the admission pressure in the adaptation mode is changed by an oscillation impression to the activation value of the low-pressure pump corresponding to the desired admission pressure, so that an oscillation is imparted to the delivery capacity of the low-pressure pump.
  • this pressure oscillation is the high-pressure controller monitoring active. If there is a vapor bubble formation in the oscillation valley upstream of the high-pressure pump, this is detected by the change in the controller response.
  • the desired admission pressure is lowered by a defined value and the adaptation mode continues until a detection of vapor bubbles has taken place.
  • the nominal admission pressure is lowered in particular by lowering an applied adaptation start value.
  • the reduced adaptation start value determined during vapor bubble formation is preferably set high by a defined value, and the adaptation value is derived from the lowered adaptation start value.
  • the applied vibration adjusts the admission pressure in the adaptation mode so that vapor bubbles can always form in the fuel only for a short time and thus a pressure drop in the high-pressure system is avoided.
  • the device according to the invention for supplying fuel to an internal combustion engine comprises at least one regulated high-pressure system and a controlled low-pressure system.
  • the controlled high-pressure system has at least one injection system for injecting fuel into the internal combustion engine, a high-pressure pump for conveying fuel from the low-pressure system into the injection system and a high-pressure regulator for controlling an injection pressure in the injection system.
  • the controlled low-pressure system has at least one low-pressure pump for pumping fuel from a tank into the high-pressure system, a control unit for setting a variable nominal pressure set by the vapor pressure curve of a fuel in the low-pressure system with an adaptation unit for generating an adaptation value in an adaptation mode for correcting the predetermined target Form on.
  • the adaptation unit has at least one unit for triggering the adaptation mode, in which a form pressure in the low pressure system is varied, means for detecting the change of a controller response of the high pressure regulator in the adaptation mode in the formation of vapor bubbles in the low pressure system, means for detecting process parameters and a unit for deriving the adaptation value from the detected process parameters as well as means for changing the admission pressure in the adaptation mode by an oscillation impact to the control value of the low-pressure pump corresponding to the target admission pressure.
  • a vibration is impressed on the delivery of the low pressure pump.
  • the high-pressure regulator in an adaptation mode, a statement about the outgassing behavior of the fuel and the state of the low-pressure pump is made. As soon as steam bubbles form in the adaptation mode in front of the high-pressure pump, the delivery rate of the high-pressure pump deteriorates.
  • the high-pressure regulator always shows a clear regulator response to the worsening degree of delivery. This controller response is used to determine an adaptation value for the correction of the nominal form pressure to be set by the low-pressure pump.
  • the high-pressure regulator preferably regulates the injection pressure in the injection system by means of a quantity-controlled high-pressure pump.
  • the injection system is preferably designed as a common-rall system (system with common line). The pressure generation and the fuel injection are separated or decoupled in the common rail system.
  • the high-pressure pump continuously generates a specific high pressure, which is permanently available in the injection system as injection pressure.
  • the high pressure is regulated and stored in the common line of the injection system and provided via short injection lines to the injectors for injecting the fuel into the cylinders of the engine. In this case, a high pressure in the two-digit Mpa range is usually generated in the line.
  • the fuel supply is non-return, ie without fuel return is to promote the fuel from the high-pressure pump, which is designed in particular as a reciprocating piston pump, during the downward movement of the piston, a volume of fuel via an open quantity control valve, which is arranged between the high and the low pressure pump, promoted in the displacement of the pump.
  • the high-pressure pump which is designed in particular as a reciprocating piston pump
  • a volume of fuel via an open quantity control valve, which is arranged between the high and the low pressure pump, promoted in the displacement of the pump.
  • the pressure detection is preferably carried out via a high pressure sensor arranged in the injection system.
  • the setting of the target injection pressure by means of the high pressure control, in which the quantity control valve is used as an actuator.
  • the admission pressure is changed, in particular lowered by stepwise lowering of the delivery rate of the low-pressure pump, which is preferably designed as an electric fuel pump, until vapor bubbles are detected in the system.
  • the vapor bubble formation is related to the specific vapor pressure, i. together with the specific pressure of the saturated vapor of the fuel. This is composed of the sum of the partial pressures of its individual components and is dependent on the temperature. If the pressure in the low-pressure system is lower than the specific vapor pressure of the fuel, vapor bubbles form.
  • the fuel pressure limit of the fuel is targeted until the delivery rate of the high pressure pump deteriorates significantly and a defined deviation of the regulator response is achieved.
  • the fuel introduced into the lift or compression space of the high-pressure pump consists of fractions of vapor bubbles, for example, an additional compression volume must be provided for pushing the vapor bubbles together in order to convey the same amount of fuel.
  • the change in this controller response can preferably be used to detect vapor bubbles.
  • the admission pressure in the adaptation mode is reduced stepwise, with or without vibration imposition, until a predetermined maximum permissible change of the regulator response or a minimum permissible admission pressure is achieved.
  • the nominal admission pressure from the vapor pressure curve of the fuel to be assumed in the worst case is preferably predetermined at the start of the adaptation mode.
  • the vapor pressure curve shows the temperature dependence of the vapor pressure and is shown in the pressure-temperature diagram as a limit curve between the two phases liquid and gaseous.
  • the vapor pressure curve depends on the fuel type.
  • the worst case fuel is the highest volatility fuel, for example, freshly fueled winter fuel with a vapor pressure of 12 to 14 PSI.
  • the current value of the delivery rate of the low-pressure pump and the current value of the temperature of the fuel are detected by suitable means and the adaptation value in the unit for deriving the adaptation value is determined from these values.
  • the determination preferably takes place via characteristic maps with characteristic curves which specify the associated adaptation values for specific delivery rates and temperatures.
  • the current value of the lowered admission pressure is detected in a further advantageous embodiment, increased by a defined value and derived therefrom current adaptation value.
  • the adaptation value is preferably stored and used for a calculation of the delivery power requirement of the low-pressure pump.
  • the determined adaptation value represents both the tolerance position of the low-pressure pump and the current outgassing activity of the fuel. Changes in the outgassing activity and the pump properties are thus taken into account and the low-pressure pump can work with setting the corrected with the determined adaptation value target form with optimal low power consumption.
  • the adaptation value is not constantly determined during the fuel supply, but rather in an adaptation mode, which is preferably triggered at regular intervals or by defined boundary conditions by a unit for triggering the adaptation mode, for example when the engine has been operated for a defined time or restarted after a longer downtime.
  • the adaptation mode is preferably started only when stable operating or system conditions are present, in particular when the fuel mass flow and the temperature of the fuel before the high-pressure pump are stable.
  • the adaptation mode is left again and the fuel supply runs in normal operation, wherein the corrected nominal admission pressure profile is set in the low-pressure system and the injection pressure in the high-pressure system is regulated.
  • An appropriate frequency of the adaptation mode ensures that changes in the fuel quality and properties of the low-pressure pump are considered in good time.
  • Fig.1 shows a schematic structure of an exemplary fuel supply system according to the invention with a controlled return-free high-pressure system 1 and a controlled low pressure system 2 for supplying a direct injection internal combustion engine 4 with fuel from a tank (not shown).
  • the low-pressure pump 7 is designed as an electric fuel pump and conveys the fuel from a tank to the high-pressure pump 5.
  • the subsidized by the low-pressure pump 7 fuel is applied with a form at the high-pressure pump 5 .
  • the high pressure system 1 is a controlled system.
  • the high-pressure pump 5 is designed as a volume-controlled lifting piston pump with a quantity control valve 19 and supplies the injection system 3 with fuel.
  • the injection system 3 is designed as a common-rail system, so that the high-pressure pump 5 generates a permanent high injection pressure in the injection system 3 .
  • the high-pressure regulator 6 regulates the injection pressure, wherein the actual injection pressure is detected via a high-pressure sensor 20 arranged in the injection system 3 and is processed in the high-pressure regulator 6 to form a control signal for the quantity control valve 19 .
  • the piston of the high-pressure pump moves downwards, wherein the quantity control valve 19 is opened and fuel is conveyed from the low-pressure system 2 into the high-pressure system 1 .
  • the degree of delivery depends on the form and the quality of the fuel.
  • the fuel is compressed only when the quantity control valve 19 is closed. The amount of time that the quantity control valve 19 remains closed determines the amount of fuel delivered to the injection system 3 .
  • the low-pressure system 2 is a controlled system.
  • the target admission pressure of the controlled low-pressure system 2 is variably predetermined by the vapor pressure curve 9 of the fuel to be assumed in the worst case, for example winter fuel with 12 to 14 PSI and an adaptation value determined by the control unit 8 in an adaptation mode.
  • the adaptation value represents both the current tolerance position of the low-pressure pump 7, and the current fuel quality.
  • the control of the low pressure system 2 is in Fig.2 shown. With the sum of the resulting from the vapor pressure curve 9 pressure value and the adaptation value and the current fuel flow rate, a pilot control map 16 is addressed.
  • the pilot control map 16 contains values for the delivery requirement of the low-pressure pump 7 as a function of pressure and fuel flow rate. The value for the delivery request is corrected via the voltage, the start overshoot and the fuel cut correction 18 and output to the power output stage of the low-pressure pump 7 .
  • the adaptation value is in a, in Fig. 4 schematically illustrated adaptation mode determined by the adaptation unit 10 .
  • the determination is not continuous, but is actively learned in individual discrete events.
  • a Lemereignis takes place when previously defined boundary conditions are met and recognizes in the unit for triggering 11 of the adaptation mode 12 Lem site.
  • Lem site is detected when the engine 4 is restarted after a shutdown and the tank level has undergone a significant change or when the engine 4 was operated for a defined time.
  • the defined boundary conditions also include stable operating conditions of the fuel supply system, which are recognized, for example, by steady-state process parameters such as temperature of the fuel and fuel mass flow at a defined level.
  • the unit for triggering 11 detects a learning event, it is switched over to adoption mode 12 by means of a switch 17 and started.
  • a specific change of the controller response ( Figure 4 Curve y4) of the high-pressure regulator 6 is used. If the fuel delivered into the high-pressure pump 5 consists of fractions of vapor bubbles, the quantity control valve 19 must remain closed longer in order to convey the same amount of fuel into the injection system 3 .
  • the stored values of the current delivery request and temperature of the fuel are read into a map of the unit for deriving 15 , with the map from the stored values, a current adaptation value is derived.
  • This map may have been previously determined empirically, for example.
  • an empirically determined formula can be used instead of the characteristic field:
  • the active adaptation mode 12 is then left again.
  • the switch to normal operation is made with the switch 17, wherein the earliest time of switching to normal operation is the time of detection of vapor bubbles and the latest time of conversion, should be the time of determination of the adaptation value, the degree of delivery of the high pressure pump 5 does not deteriorate significantly.
  • control of the admission pressure of the low-pressure system 2 then takes place with a corrected nominal admission pressure which results from the sum of the pressure value resulting from the vapor pressure curve 9 as a function of the temperature of the fuel upstream of the high-pressure pump and the currently determined adaptation value.
  • Example B Adaptation mode with vibration imprint
  • Example B The fuel supply system in Example B, analogous to Example A also consists of a regulated return-free high-pressure system 1 and a controlled low-pressure system 2, as in Fig. 1 shown.
  • the mode of operation differs due to the execution of the adaptation mode with a vibration impact on the delivery power requirement of the low-pressure pump 7.
  • the high-pressure system 1 is, as already stated in Example A, a regulated system.
  • the low-pressure system 2 is a controlled system and in Figure 3 shown schematically.
  • the target pre-pressure of the controlled low-pressure system 2 is variably set by the vapor pressure curve 9 by detecting the temperature of the fuel upstream of the high-pressure pump 5 with means for detecting the temperature 14.2 and to a fuel to be assumed by the vapor pressure curve 9 of the worst case fuel, for example winter fuel With 12 to 14 PSI, given map is read, derived from a pressure value and an adaptation value is added.
  • the adaptation start value and / or the adaptation value determined in an adaptation mode is predetermined by the adaptation unit 10 .
  • the adaptation value determined in the adaptation mode represents both the current tolerance position of the low-pressure pump 7 and the current fuel quality.
  • the pilot control map 16 contains values for the delivery capacity requirement of the low-pressure pump 7 as a function of the pressure.
  • the value for the delivery request is corrected via the voltage, the start overshoot and the fuel cut correction 18 and output to the power output stage of the low-pressure pump 7 .
  • the adaptation value is in a, in Fig. 5 schematically illustrated adaptation mode determined by the adaptation unit 10 .
  • the determination is not continuous, but is, as stated in Example A, actively learned in individual discrete events.
  • the adoption mode 12 is started, wherein the applied adaptation starting value remains unchanged in a first step and the conveying power requirement ( Figure 5 Curve y2) of the low-pressure pump 7, a vibration is impressed, wherein the admission pressure in the low pressure system is varied accordingly. If no vapor bubbles are detected, the predetermined adaptation start value ( Fig. 5 Curve y1) is gradually lowered until vapor bubbles form in front of the high-pressure pump 5 . As a criterion of the detection of vapor bubble formation, a specific change of the controller response ( Figure 5 Curve y3) of the high-pressure regulator 6 is used.
  • This change is registered with means for detecting the change of the controller response 13 , whereby, when the controller response is increased by a defined volume value, the lowered adaptation start value present at this time is detected.
  • This process parameter is used in the unit for Derived 15 and increased by a safety value and thus derived the adaptation value.
  • the active adaptation mode 12 is then left again.
  • the control of the admission pressure of the low-pressure system 2 then takes place with a corrected nominal admission pressure, which results from the sum of the pressure value resulting from the vapor pressure curve 9 and the currently determined adaptation value.

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

Claims (22)

  1. Procédé d'alimentation en carburant d'un moteur à combustion interne, dans lequel :
    - une pompe à basse pression et une pompe à haute pression extraient un carburant destiné au moteur à combustion interne ;
    - la pompe à basse pression mettant à disposition une quantité d'extraction de carburant pour la pompe à haute pression et produisant une prépression au niveau de la pompe à haute pression ;
    - la pompe à haute pression mettant à disposition la quantité d'extraction à une pression d'injection dans un système d'injection du moteur à combustion interne ; et
    - la prépression étant réglée à une prépression théorique variable définie par la courbe de pression de vapeur d'un carburant ;
    - la pression d'injection étant réglée à l'aide d'un régulateur de haute pression ; et
    - une valeur d'excitation de la pompe à basse pression correspondant à la prépression théorique étant corrigée par le biais d'une valeur d'adaptation ;
    - la valeur d'adaptation étant calculée dans un mode d'adaptation ;
    - dans le mode d'adaptation :
    - la prépression étant modifiée jusqu'à ce que des bulles de vapeur se forment devant la pompe à haute pression ;
    - une formation de bulles de vapeur étant détectée par la variation d'une réponse de régulateur du régulateur de haute pression ; et
    - des paramètres actuels de procédé sont calculés en cas de détection de bulles de vapeur permettant de déduire la valeur d'adaptation ;
    - une prépression théorique supérieure à la pression de vapeur du carburant étant réglée ;
    caractérisé en ce que la prépression est modifiée dans le mode d'adaptation par une intervention sur la valeur d'excitation de la pompe à basse pression correspondant à la prépression théorique.
  2. Procédé selon la revendication 1, caractérisé en ce que la prépression est abaissée par paliers dans le mode d'adaptation.
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le mode d'adaptation est mis en oeuvre à des intervalles prédéfinis en présence de conditions de fonctionnement stables.
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le mode d'adaptation est mis en oeuvre après un redémarrage du moteur en présence de conditions de fonctionnement stables.
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la prépression théorique est prédéfinie à partir de la courbe de pression de vapeur du carburant à admettre dans le pire des cas.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la prépression est abaissée dans le mode d'adaptation jusqu'à atteindre une variation maximale prédéfinie de la réponse de régulateur.
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la prépression est abaissée par abaissement d'une valeur d'adaptation initiale et que la valeur d'adaptation initiale abaissée calculée sert de paramètre actuel de procédé permettant de déduire la valeur d'adaptation.
  8. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les caractéristiques de puissance calculées de la pompe à basse pression servent de paramètres actuels de procédé permettant de déduire la valeur d'adaptation.
  9. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la température du carburant calculée sert de paramètre actuel de procédé permettant de déduire la valeur d'adaptation.
  10. Procédé selon les revendications 8 et 9, caractérisé en ce lorsque la variation maximale admise prédéfinie de la réponse de régulateur est atteinte, la valeur actuelle de la puissance d'extraction de la pompe à basse pression et la valeur actuelle de la température du carburant sont déterminées et que ces valeurs permettent de déduire la valeur d'adaptation.
  11. Procédé selon l'une quelconque des revendications 8 à 10, caractérisé en ce que la valeur d'adaptation est déduite à partir d'au moins une caractéristique associant les valeurs d'adaptation aux paramètres de procédé.
  12. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le mode d'adaptation est quitté après calcul de la valeur d'adaptation.
  13. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la formation de bulles de vapeur est détectée par un volume de compression de la pompe à haute pression à appliquer en sus et servant de réponse de régulateur, pour permettre d'extraire une même quantité de carburant.
  14. Dispositif d'alimentation en carburant d'un moteur à combustion interne, comprenant au moins :
    - un système à haute pression (1) réglé doté d'au moins :
    - un système d'injection (3) servant à injecter du carburant dans le moteur à combustion interne (4) ;
    - une pompe à haute pression (5) servant à transporter du carburant du système à basse pression (2) dans le système d'injection (3) ; et
    - un régulateur de haute pression (6) servant à régler une pression d'injection dans le système d'injection (3) ; et
    - un système à basse pression (2) commandé doté d'au moins :
    - une pompe à basse pression (7) servant à transporter du carburant d'un réservoir dans le système à haute pression (1) ; et
    - une unité de commande (8) servant à régler une prépression théorique variable prédéfinie par la courbe de pression de vapeur (9) d'un carburant dans le système à basse pression (2), avec une unité d'adaptation (10) servant à produire une valeur d'adaptation dans un mode d'adaptation (12) en vue de corriger la prépression théorique prédéfinie, l'unité d'adaptation (10) comportant au moins :
    - une unité de déclenchement (11) du mode d'adaptation (12) dans laquelle une prépression est modifiée dans le système à basse pression ;
    - des moyens de détection de la variation d'une réponse de régulateur (13) du régulateur de haute pression (6) dans le mode d'adaptation (12) dans lequel des bulles de vapeur se forment dans le système à basse pression ;
    - des moyens de détection des paramètres de procédé (14) ;
    - une unité de déduction (15) de la valeur d'adaptation à partir des paramètres de procédé détectés ;
    caractérisé en ce qu'il prévoit des moyens provoquant une variation de la prépression dans le mode d'adaptation par une intervention sur la valeur d'excitation de la pompe à basse pression correspondant à la prépression théorique.
  15. Dispositif selon la revendication 14, caractérisé en ce que pour régler la pression d'injection, le régulateur de haute pression (6) est relié à une soupape de commande de quantité (19) disposée entre la pompe à basse pression (7) et la pompe à haute pression (5) ainsi qu'à un capteur de haute pression (20) disposé dans le système d'injection (3).
  16. Dispositif selon l'une quelconque des revendications 14 ou 15, caractérisé en ce que la pompe à haute pression (5) est une pompe à piston.
  17. Dispositif selon l'une quelconque des revendications 14 à 16, caractérisé en ce que les moyens de détection de la variation de la réponse de régulateur (13) sont des moyens de détection d'un volume de compression de la pompe à haute pression à appliquer en sus en vue d'extraire une quantité égale de carburant en présence de formation de bulles de vapeur.
  18. Dispositif selon l'une quelconque des revendications 14 à 17, caractérisé en ce que la pompe à basse pression (7) est une pompe à carburant électrique.
  19. Dispositif selon l'une quelconque des revendications 14 à 18, caractérisé en ce que les moyens de détection des paramètres de procédé (14) comprennent des moyens de détection des caractéristiques de puissance (14.1) de la pompe à basse pression.
  20. Dispositif selon l'une quelconque des revendications 14 à 19, caractérisé en ce que les moyens de détection de paramètres de procédé (14) comprennent des moyens de détection de la température (14.2) du carburant.
  21. Dispositif selon l'une quelconque des revendications 14 à 20, caractérisé en ce que l'unité de déduction (15) de la valeur d'adaptation comporte au moins une caractéristique associant les valeurs d'adaptation aux paramètres de procédé.
  22. Dispositif selon l'une quelconque des revendications 14 à 21, caractérisé en ce que le système d'injection (3) est un système à rampe commune.
EP05825518A 2004-12-24 2005-11-24 Procede et dispositif d'alimentation en carburant de moteurs a combustion interne Expired - Lifetime EP1828580B1 (fr)

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DE102004062613.8A DE102004062613B4 (de) 2004-12-24 2004-12-24 Verfahren und Vorrichtung zur Kraftstoffversorgung von Verbrennungsmotoren
PCT/EP2005/012575 WO2006072285A1 (fr) 2004-12-24 2005-11-24 Procede et dispositif d'alimentation en carburant de moteurs a combustion interne

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EP1828580B1 true EP1828580B1 (fr) 2013-01-09

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WO (1) WO2006072285A1 (fr)

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WO2006072285A1 (fr) 2006-07-13
US7438051B2 (en) 2008-10-21
DE102004062613B4 (de) 2014-02-20
US20080072880A1 (en) 2008-03-27
CN101087938B (zh) 2010-04-14
DE102004062613A1 (de) 2006-07-06
CN101087938A (zh) 2007-12-12
EP1828580A1 (fr) 2007-09-05

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