EP2102477A1 - Procédé permettant de faire fonctionner un système d'alimentation en carburant pour un moteur à combustion interne - Google Patents

Procédé permettant de faire fonctionner un système d'alimentation en carburant pour un moteur à combustion interne

Info

Publication number
EP2102477A1
EP2102477A1 EP07821672A EP07821672A EP2102477A1 EP 2102477 A1 EP2102477 A1 EP 2102477A1 EP 07821672 A EP07821672 A EP 07821672A EP 07821672 A EP07821672 A EP 07821672A EP 2102477 A1 EP2102477 A1 EP 2102477A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
state
fuel system
limit value
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.)
Withdrawn
Application number
EP07821672A
Other languages
German (de)
English (en)
Inventor
Klaus Joos
Jens Wolber
Christian Wiedmann
Christian Koehler
Laurent Nack
Andreas Kufferath
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2102477A1 publication Critical patent/EP2102477A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting

Definitions

  • the invention relates to a method for operating a fuel system for an internal combustion engine according to the preamble of claim 1.
  • Such a method is known from DE 100 61 856 Al. In the known method, it is checked during a rest state of the internal combustion engine and the fuel system, whether a cooling water temperature is greater than a limit value. If this is the case, an electric
  • Fuel pump of the fuel system is turned on and off again after a certain time interval. At the same time, activation of one of two pressure relief valves increases the limit pressure in the fuel line. Due to this increased pressure in the fuel line already formed vapor bubbles are compressed and the formation of new vapor bubbles reliably prevented.
  • Object of the present invention is to develop a method of the type mentioned so that the formation of vapor bubbles in the fuel line is reliably prevented.
  • vapor bubbles can not only occur due to the vapor pressure exceeding the current pressure due to a temperature increase of the fuel, but that vapor bubbles can occur during cooling of the fuel enclosed in the fuel line mainly because during cooling, the specific volume of the trapped fuel and thus also its pressure decreases and therefore there is a risk that the actual pressure falls below the vapor pressure.
  • the conveyor is switched on in the idle state of the fuel system when a state variable that at least indirectly characterizes a state of the fuel in the fuel line, a threshold value falls below, so if the cooling of the in the fuel line enclosed fuel reaches or exceeds a certain level.
  • the described thermal behavior of the fuel enclosed in the fuel line is caused by the fact that, in particular in those fuel systems which are used for gasoline direct injection, the components of at least part of the fuel system are very well connected to a cylinder head of the internal combustion engine, during operation of the internal combustion engine So warm significantly. After switching off the internal combustion engine then cool the engine and with her the fuel system slowly.
  • the present invention contributes, since the pressure in the fuel system is kept above the vapor pressure and the ambient pressure during the entire idle state.
  • the state variable is a fuel temperature
  • the limit value is a limit temperature, which is determined using a vapor pressure curve and a current fuel pressure or a corresponding size.
  • a fuel temperature can be detected directly by a sensor; but it can also be modeled on the basis of, for example, a cooling water temperature.
  • the temperature of the fuel is a quantity which directly characterizes the cooling, the use of which makes vapor bubbles reliable can be prevented.
  • the state quantity is a fuel pressure
  • the limit value is the higher pressure from ambient pressure and current vapor pressure. This method has the advantage of immediate significance, but requires the presence of a knowledge of the fuel pressure. However, this is known in many cases from a sensor or a modeled value.
  • Modern common rail fuel systems typically include a low pressure region and a high pressure region.
  • a switchable at rest conveyor is usually associated only with the low pressure area, but not the high pressure area. Especially in the latter, however, steam bubbles should be prevented, because in the high pressure region, the high pressure should be available when starting the engine so that the fuel can be optimally introduced from the injectors in the combustion chambers of the engine. It is therefore proposed according to the invention that a low-pressure region and a high-pressure region of the fuel system are connected to one another before or during the switching on of the delivery device. The effect of the conveyor is thus not limited to the low pressure area, but is also transferred into the high pressure area, so that even there the formation of vapor bubbles is prevented.
  • the conveyor be switched off again when the state quantity exceeds a limit value.
  • This should normally be higher than the limit value described above, in the sense of a hysteresis, in order to avoid a permanent switching on and off of the conveyor.
  • the conveyor is simply turned off after a predetermined rigid operating time.
  • At least one activation parameter of the delivery device in particular a duty cycle and / or a variable corresponding to a delivery rate, at least temporarily depend on at least one state variable which depends at least indirectly on the state of the enclosed fuel, or is rigidly predetermined. This reduces the energy consumption required for maintaining the printer. If the comparison of the state quantity with the limit value is carried out at predetermined time intervals, the programming is particularly simple. If, on the other hand, the comparison of the state variable with the limit value is carried out at time intervals which depend on at least one operating variable of the fuel system, the energy input can be reduced again.
  • FIG. 1 is a schematic representation of a fuel system of an internal combustion engine
  • FIG. 2 is a flowchart of a method for operating the fuel system of FIG. 1.
  • a fuel system carries the reference numeral 10 in FIG. 1. It comprises a fuel tank 12, from which an electric fuel pump 14 representing a delivery device conveys the fuel into a low-pressure line 16. In this, a fuel filter 18 is arranged. Between electric fuel pump 14 and fuel filter 18 branches off from the low pressure line 16 from a return line 20, which returns to the fuel tank 12 and in which a pressure relief valve 22 is arranged.
  • the low-pressure line 16 leads to an inlet 24 of a high-pressure pump unit 26.
  • the latter in turn comprises downstream of the inlet 24 a relatively small-volume pressure damper 28, then a quantity control valve 30, which acts in a position as an inlet check valve 32. In this position, it is brought by an electromagnetic actuator 34, whereas it is acted upon in the other, namely permanently open position 36 by a spring 38.
  • a delivery chamber 40 downstream of the quantity control valve 30 is a delivery chamber 40, which is bounded by a piston 42.
  • the high-pressure pump unit 26 thus comprises a piston pump.
  • a high pressure line 44 via an exhaust valve 46 and a throttle 48 leads to a fuel rail 50.
  • fuel injectors 52 are connected, which inject the fuel directly into them associated combustion chambers 54 of an internal combustion engine, to which the fuel system 10 belongs.
  • From the high pressure line 44 branches off a discharge line 56, which leads back to the delivery chamber 40 and in which a pressure relief valve 58 is arranged.
  • the pressure prevailing in the fuel rail 50 pressure is detected by a pressure sensor 60, the temperature
  • the signal is transmitted to various control and regulating devices, including a control device 64. This is one of those control device, with which the operation of the internal combustion engine is controlled or regulated, separate unit.
  • the quantity control valve 30 and the electric fuel pump 14 are actuated by the control device 64.
  • the fuel is compressed by the electric fuel pump 14 to a prevailing in the low pressure line 16 feed pressure, usually 4 to 6 bar.
  • the thus pre-compressed fuel is further compressed to a very high pressure, usually some 100 bar, and stored at this pressure in the fuel rail 50.
  • the delivery of fuel through the two conveyors namely the electric fuel pump 14 and the high-pressure pump unit 26 is set.
  • the high-pressure pump unit 26 this is done forcibly, since the piston 42 is mechanically driven by the internal combustion engine.
  • the fuel rail 50 and the high-pressure pump unit 26 are thermally relatively well connected to the internal combustion engine.
  • these components which in normal operation can generally be assigned to a so-called "high-pressure region" of the fuel system 10, which is denoted by 66, have a comparatively high temperature, but due to heat conduction, the low-pressure line 16 also heats up, for example , which can be attributed to a so-called "low pressure area" 68.
  • the quantity control valve 30 After switching off internal combustion engine and fuel system 10, the quantity control valve 30 is brought by the spring 38 in the open position 36. In this state belong to the
  • Low-pressure region 68 and thus the delivery chamber 40 and that portion of the high-pressure line 44, which extends from the delivery chamber 40 to the outlet valve 46.
  • This low pressure region 68 is a (initially) sealed system in which the fuel is trapped at relatively low pressure. Accordingly, after switching off the fuel system 10 only that portion of the high-pressure line 44 counts from the outlet valve 46 to the fuel rail 50 and the
  • Fuel rail 50 itself to the high-pressure region 66, which then also forms a (initially) completed system in which the fuel is trapped below a certain pressure which is slightly higher than the pressure in the low pressure region 68th
  • Low-pressure region 68 and high-pressure region 66 and the respective trapped fuel have after switching off the fuel system 10, as stated, an elevated temperature gradually decreases.
  • the decrease in temperature reduces the specific volume of trapped fuel, and thus also the pressure.
  • the pressure in particular in the high-pressure region 66, drops to a pressure below the vapor pressure. This would lead to 66 vapor bubbles arise in the high pressure region, which would have to be compressed at a restart of the engine first, before a renewed pressure build-up can take place.
  • a temperature T of the fuel trapped in the fuel rail 50 has fallen below a limit value Gl.
  • the temperature T is determined on the basis of the signal of the temperature sensor 62 and a corresponding thermal model. If the answer in 72 is yes, the electric fuel pump 14 is turned on at 74. If the answer in 72 is no, it is checked in 76 whether an ambient pressure pu is less than or equal to a current vapor pressure p D of the fuel enclosed in the high-pressure region 66.
  • the ambient pressure pu is either obtained from a corresponding sensor or determined from a sensor signal of the internal combustion engine based on a model.
  • the vapor pressure p D is determined on the basis of the temperature T and a stored vapor pressure curve.
  • the electric fuel pump 14 is then switched on in a quiescent state of the fuel system 10 if either the fuel temperature T falls below a limit value Gi resulting from the vapor pressure curve or the fuel pressure p K falls below the vapor pressure P D or the ambient pressure Pu. If the formation of vapor bubbles is to be prevented with particularly high certainty, the value of the vapor pressure p D and / or the ambient pressure Pu may still contain a safety margin.
  • a pressure increase in the low pressure region 68 is first effected.
  • the outlet valve 46 opens, with the result that the pressure increase effected in the low-pressure region 68 also propagates into the high-pressure region 66. This is possible because with the shutdown of the
  • Fuel system 10 the electroless quantity control valve 30 is brought into its open position 36.
  • the controller 64 In the idle state of the fuel system 10, the controller 64 is in a
  • the control device 64 is in the present case as of the control and regulating device of

Landscapes

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

Abstract

Dans un système d'alimentation en carburant pour un moteur à combustion interne, le carburant est, dans un état de fonctionnement, transporté dans une conduite d'alimentation en carburant au moyen d'au moins un dispositif de transport. Dans un état de repos du système d'alimentation en carburant, le dispositif de transport est activé en fonction d'au moins une grandeur d'état (pK,T). Selon l'invention, le dispositif de transport est, dans l'état de repos du système d'alimentation en carburant, activé si une grandeur d'état (pK,T), qui caractérise au moins indirectement l'état du carburant se trouvant dans la conduite d'alimentation en carburant, tombe au-dessous d'une valeur limite (pU, pD, G1).
EP07821672A 2006-12-20 2007-10-23 Procédé permettant de faire fonctionner un système d'alimentation en carburant pour un moteur à combustion interne Withdrawn EP2102477A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006060299A DE102006060299A1 (de) 2006-12-20 2006-12-20 Verfahren zum Betreiben eines Kraftstoffsystems für eine Brennkraftmaschine
PCT/EP2007/061308 WO2008074544A1 (fr) 2006-12-20 2007-10-23 Procédé permettant de faire fonctionner un système d'alimentation en carburant pour un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2102477A1 true EP2102477A1 (fr) 2009-09-23

Family

ID=38951332

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07821672A Withdrawn EP2102477A1 (fr) 2006-12-20 2007-10-23 Procédé permettant de faire fonctionner un système d'alimentation en carburant pour un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP2102477A1 (fr)
DE (1) DE102006060299A1 (fr)
WO (1) WO2008074544A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008063990A1 (de) * 2008-12-19 2010-06-24 J. Eberspächer GmbH & Co. KG Fahrzeugbrenner
DE102009027806A1 (de) * 2009-07-17 2011-01-20 Robert Bosch Gmbh Verfahren zum Betreiben eines Kraftstoffsystems einer Brennkraftmaschine mit einer Zumesseinheit und einer Kraftstoffpumpe
CN103867364A (zh) * 2014-01-01 2014-06-18 徐亚芹 汽油机燃油供给无回油装置
DE102018212642A1 (de) * 2018-07-30 2020-01-30 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Steuergerät zum Betreiben eines Fahrzeuges

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3939779B2 (ja) * 1995-05-26 2007-07-04 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の燃料供給のための燃料供給装置
DE10014550B4 (de) * 2000-03-23 2005-05-19 Daimlerchrysler Ag Vorrichtung zur Steuerung einer Kraftstoffpumpe
DE10061856A1 (de) 2000-12-12 2002-06-27 Bosch Gmbh Robert Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine sowie Brennkraftmaschine
DE10151513A1 (de) 2001-10-18 2003-05-22 Bosch Gmbh Robert Verfahren, Computerprogramm, Steuer- und Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2008074544A1 *

Also Published As

Publication number Publication date
DE102006060299A1 (de) 2008-06-26
WO2008074544A1 (fr) 2008-06-26

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