WO2020259953A1 - Commande d'une électrovanne de dosage dans une unité de pompe pour alimenter en carburant un moteur à combustion interne - Google Patents

Commande d'une électrovanne de dosage dans une unité de pompe pour alimenter en carburant un moteur à combustion interne Download PDF

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Publication number
WO2020259953A1
WO2020259953A1 PCT/EP2020/064972 EP2020064972W WO2020259953A1 WO 2020259953 A1 WO2020259953 A1 WO 2020259953A1 EP 2020064972 W EP2020064972 W EP 2020064972W WO 2020259953 A1 WO2020259953 A1 WO 2020259953A1
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WO
WIPO (PCT)
Prior art keywords
excitation signal
zme
pressure
pump
amplitude
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.)
Ceased
Application number
PCT/EP2020/064972
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English (en)
Inventor
Giuseppe MARZILIANO
Chiara MAZZOTTA
Ciro MEDOLLA
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
Priority to CN202080046509.3A priority Critical patent/CN114026318B/zh
Publication of WO2020259953A1 publication Critical patent/WO2020259953A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • F02M37/043—Arrangements for driving reciprocating piston-type pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B13/00—Pumps specially modified to deliver fixed or variable measured quantities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B7/00—Piston machines or pumps characterised by having positively-driven valving
    • F04B7/0076—Piston machines or pumps characterised by having positively-driven valving the members being actuated by electro-magnetic means
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • 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
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
    • F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils

Definitions

  • the present invention relates to a system and a method for controlling a metering solenoid valve in a pump unit for supplying fuel to an internal combustion engine.
  • the present solution relates to a pump unit of the type comprising a high-pressure pump, for example a piston pump, adapted to supply fuel, for example diesel oil, to an internal combustion engine; a low- pressure pre-supply pump, for example a gear pump, adapted to supply the fuel from a containing tank to the high- pressure pump; and a hydraulic circuit for interconnecting the containing tank, the pre-supply pump, the high-pressure pump, and the internal combustion engine.
  • a high-pressure pump for example a piston pump
  • fuel for example diesel oil
  • a low- pressure pre-supply pump for example a gear pump
  • the hydraulic circuit comprises a metering solenoid valve (generally known as an EMU, from the English “Fuel Metering Unit”, or ZME, from the German “Zumessaku”) , adapted to control the instantaneous flow rate of fuel supplied to the high-pressure pump, on the basis of the values of a plurality of operating parameters of the internal combustion engine.
  • a metering solenoid valve generally known as an EMU, from the English “Fuel Metering Unit", or ZME, from the German “Zumessaku"
  • the metering solenoid valve comprises a valve body, mounted in the hydraulic circuit, and a plug engaged slidably in the valve body so as to be movable between an open and a closed position.
  • the object of the present invention is to provide an improved solution for controlling the metering solenoid valve of the pump unit, which can overcome the drawbacks described above and which can be implemented in a simple and economical way.
  • FIG. 1 is a hydraulic diagram of a pump unit for supplying fuel to an internal combustion engine
  • FIG. 2 is a schematic sectional view, with parts removed for clarity, of a portion of the pump unit of
  • Figure 1 including a corresponding metering solenoid valve
  • FIG. 10 shows a first embodiment of a drive module of the electronic control unit of Figure 9;
  • FIG. 11 shows a second embodiment of the drive module of the electronic control unit of Figure 9.
  • FIG. 12 is an outline block diagram of a variant of the electronic control unit of the metering solenoid valve according to a further aspect of the present
  • Figure 1 shows a pump unit, indicated as a whole by 1, for supplying fuel, for example diesel oil, from a tank 2 to an internal combustion engine 3, for example a diesel engine .
  • fuel for example diesel oil
  • the engine 3 comprises a fuel distribution manifold 4, commonly known as a "common rail”, and a plurality of injectors 5 connected to the manifold 4 and adapted to spray the fuel into corresponding combustion chambers (not shown here) .
  • a fuel distribution manifold 4 commonly known as a "common rail”
  • injectors 5 connected to the manifold 4 and adapted to spray the fuel into corresponding combustion chambers (not shown here) .
  • the pump unit 1 comprises a high-pressure pump 6, particularly a piston pump, for supplying the fuel to the engine 3, and a low-pressure or pre-supply pump 7,
  • gear pump of the electrically actuated type for example, for supplying the fuel from the tank 2 to the high-pressure pump 6.
  • the high-pressure pump 6 comprises a pump body 8 and, in the illustrated example, two cylinders 9, formed in the pump body 8 and having respective longitudinal axes 10 substantially parallel to one another.
  • the cylinders 9 are slidingly engaged by respective pistons 11, movable by the force of an actuation device 12, in a reciprocating rectilinear motion comprising a stroke for the intake of the fuel into the corresponding chambers 9 and a stroke for delivering the fuel to the engine 3.
  • the actuation device 12 comprises a transmission camshaft 13, housed in a first containing chamber 14 formed in the pump body 8, and capable of moving the pistons 11 in their delivery stroke.
  • the actuation device 12 further comprises, for each piston 11, a respective spring (not illustrated), which is housed in a second containing chamber (not illustrated) formed in the pump body 8, and which is capable of moving the piston 11 in its intake stroke.
  • the shaft 13 is configured so that it simultaneously moves one piston 11 in its intake stroke and the other piston 11 in its delivery stroke.
  • the pump unit 1 further comprises a hydraulic circuit 15 which in turn comprises a first branch 16 for
  • the second branch 17 is provided with a filter device 19 for filtering the fuel supplied to the cylinders 9, and also has a metering solenoid valve 20 (usually called an 'EME' or 'ZME' ) , mounted downstream of the filter device 19 in a direction 21 of advance of the fuel along said second branch 17.
  • a metering solenoid valve 20 usually called an 'EME' or 'ZME'
  • the metering solenoid valve 20 is actuated to control the instantaneous flow rate of fuel supplied to the high- pressure pump 6, on the basis of the values of a plurality of operating parameters of the engine 3; in a possible implementation, to which reference will be made here, the metering solenoid valve 20 is of the normally open
  • An electronic control unit 100 (provided with a processing unit using a microcontroller, microprocessor or similar digital processing element, coupled to a non volatile memory, and with a suitable drive stage or
  • driver is coupled for operation to the metering solenoid valve 20 for the purpose of controlling the actuation of the valve on the basis of the aforesaid operating
  • this electronic control unit 100 may be coupled for operation to a unit (not illustrated here) for managing and monitoring the engine 3, or may be integrated into the aforesaid unit for managing and monitoring the engine 3.
  • the second branch 17 and the third branch 18 are connected to each cylinder 9 via an intake valve 22 and a delivery valve 23 respectively.
  • the aforesaid hydraulic circuit 15 also comprises further circuit branches, having known functions not directly relevant to the present discussion, and therefore not described in detail herein.
  • the second branch 17 of the hydraulic circuit 15 comprises a supply manifold (or tunnel) 29, and, for each cylinder 9 (not illustrated here) , a respective intake conduit 30 for connecting the supply manifold 29 to said cylinder 9.
  • the metering solenoid valve 20 comprises a valve body 31 of generally tubular shape, mounted in the supply manifold 29 coaxially with a longitudinal axis 32 of said supply manifold 29, and has an inlet channel 33 of annular shape, which extends about the longitudinal axis 32 and communicates with the second branch 17 for supplying the fuel through the valve body 31.
  • the valve body 31 is engaged slidingly by a cup-shaped plug 34, limited axially by an end wall 35 substantially perpendicular to the longitudinal axis 32, and is also limited by a substantially cylindrical lateral wall 36 provided with a plurality of connecting holes 37 distributed about the same longitudinal axis 32.
  • the plug 34 is movable between an open position, in which the connecting holes 37 are aligned radially with the inlet channel 33, and a closed position, in which said connecting holes 37 are axially offset from the inlet channel 33.
  • the plug 34 is moved into its open position, and normally retained there, by a spring 38 interposed between the plug 34 and a stop ring 39 fixed to a free end of the valve body 31 (it should be noted, therefore, that the metering solenoid valve 20 is of the "normally open” type) .
  • the plug 34 is moved from its open position to its closed position against the action of the spring 38 by an electromagnetic actuator 40 comprising a cup-shaped body 41 fastened to the valve body 31 coaxially with the
  • the electromagnetic actuator 40 further comprises an actuating armature 42, made of ferromagnetic material and mounted slidably in the cup-shaped body 41.
  • the actuating armature 42 has a plunger 43, which is engaged slidably in a pair of guides 44 and is positioned in contact with the end wall 35.
  • the electromagnetic actuator 40 further comprises an electrical circuit 45, consisting of a coil which extends around the actuating armature 42 and along the longitudinal axis 32 and is supplied with electricity to move the actuating armature 42 against the action of the spring 38.
  • control unit 100 is coupled for operation to the electrical circuit 45 and is configured so as to supply suitable drive signals S d to said electrical circuit 45 to excite the coil and control the actuating armature 42 and consequently the opening and closing of the metering solenoid valve 20, in order to regulate the amount of fuel supplied to the engine 3.
  • the aforesaid pressure peaks depend, among other factors, on the filling efficiency of the high-pressure pump 6 and on the speed (or number of revolutions) of said high-pressure pump 6 (a higher speed corresponds to greater instability in the flow delivery) .
  • the axial equilibrium of the plunger 43 is due to the equilibrium between the magnetic forces (indicated by the solid arrow in the aforesaid Figure 2), originating from the actuation of the electromagnetic actuator 40, and the hydraulic forces (indicated by the arrow in broken lines in said Figure 2), associated with the pressure waves in the supply manifold 29.
  • Figure 3 shows a portion of the excitation current signal for the electromagnetic actuator 40, indicated by Iz ME r in a given time interval.
  • Figure 3 indicates the mean value of the excitation signal I ZME ⁇ as well as the peak-to- peak amplitude of the oscillation about the mean value, called the 'ripple amplitude' .
  • the mean value of the excitation current determines the flow rate of the supply flow through the metering solenoid valve 20, while the ripple amplitude determines the oscillation amplitude of the plunger 43 of said metering solenoid valve 20, and therefore the capacity of the magnetic force generated by the excitation signal I Z ME to oppose the hydraulic
  • the aforesaid Figure 5 demonstrates (within the circled portion of the graph) an area of instability in the control of the metering solenoid valve 20, in which the magnetic force generated is not sufficient to control the pressure oscillations, resulting in an instability in the flow rate.
  • one aspect of the present solution provides that, in view of the aforesaid finding, the control
  • the ripple amplitude is directly controlled by the electronic control unit 100, instead of having a value resulting from the control of the mean value of the excitation signal I Z ME (as is the case in known solutions) .
  • the reference value (or set point) of the ripple amplitude for the control may have a constant value, suitably selected to obtain the aforesaid sufficient capacity to oppose the pressure peaks.
  • the value of the ripple amplitude is variable and is controlled in a desired manner, particularly on the basis of a trend of the
  • Figure 6 shows a possible trend of the pressure peaks in the supply manifold 29, as a function of the mean value of the excitation signal I ZME ⁇ for a given velocity of the high-pressure pump 6.
  • this trend includes a sharp rise and a corresponding peak in a specific operating range of the metering solenoid valve 20, which in this case, for example, is between 40% and 60% of the whole operating range (considered between the zero value and the maximum value of the excitation current) .
  • Figure 7 shows the corresponding trend of the excitation signal I ZME ⁇ according to the present control solution; in particular, Figure 7 demonstrates the upper and lower envelopes of said excitation signal I ZME ⁇ together with the trend of its mean value.
  • Figure 8 shows the trend of the ripple amplitude
  • the ripple amplitude follows the corresponding trend of the pressure peaks, at least in a portion of the operating range of the metering solenoid valve 20, and shows a corresponding peak, which in the example is in the portion between 40% and 60% of the whole operating range. Outside this portion of the operating range (particularly for higher mean values of the
  • control unit 100 the aforesaid control unit 100
  • a first map module 101 which stores a map of the position of the pressure peaks within the supply manifold 29, as a function of the mean current value of the
  • This map may be determined on the workbench, during the characterization of the engine 3, and is stored in the non-volatile memory of the control unit 100, which also stores a suitable software program for the implementation of the aforesaid control scheme .
  • the control unit 100 further comprises a second map module 102, which stores a corresponding map of the ripple amplitude of the excitation signal I ZME ⁇ plotted on the map of the pressure peaks supplied by the first map module 101. This map may also be determined on the workbench, during the characterization of the engine 3, and is stored in the non-volatile memory of the control unit 100.
  • the second map module 102 returns the value of the ripple amplitude of the excitation signal I Z ME for each operating point of the metering solenoid valve 20, so that the disturbance represented by the pressure peaks present in the supply manifold 29 (with the trend supplied by the first map module 101) can be balanced in the desired manner.
  • the second map module 102 supplies at its output the ripple amplitude based on the trend shown in the aforesaid Figure 8.
  • the control unit 100 further comprises a drive stage (driver) 104 coupled to the metering solenoid valve 20, configured so as to drive the corresponding electrical circuit 45 (and the corresponding coil) to generate the excitation signal I ZME ⁇ which in this case has both a variable duty cycle and a variable frequency.
  • a drive stage driver
  • driver coupled to the metering solenoid valve 20, configured so as to drive the corresponding electrical circuit 45 (and the corresponding coil) to generate the excitation signal I ZME ⁇ which in this case has both a variable duty cycle and a variable frequency.
  • the drive stage 104 comprises a drive module 105 which implements a control of the ripple amplitude of the excitation signal I ZM E ⁇
  • said drive stage 104 comprises a third map module 106 and a corresponding driver module 108 which implements a control of the duty cycle of the excitation signal I ZME , which in this case has a frequency determined by the aforesaid third map module 106.
  • This third map module 106 stores a map of the value of the frequency of the excitation signal I ZMEJ as a function of the ripple amplitude value supplied by the second map module 102. This map may be determined on the workbench, during the characterization of the engine 3, and is stored in the non-volatile memory of the control unit 100.
  • the frequency of the excitation signal I ZM E determines the ripple amplitude of said excitation signal I Z ME (which increases as the frequency decreases) .
  • the drive module 105 of the drive stage 104 in the first embodiment, comprises a comparator unit with hysteresis 110, which receives at its input a reference mean value (or set point) for the excitation signal I Z ME (as a function of the desired value of the flow rate of fuel supplied to the high-pressure pump 6) , and also, as a further reference or control set point, the desired ripple amplitude value supplied by the second map module 102.
  • the comparator unit with hysteresis 110 also receives at its input, as feedback for the control action, the effective excitation signal I ZM E, that is to say the current flowing through the electrical circuit 45 of the metering solenoid valve 20, measured by a suitable sensor coupled to said metering solenoid valve 20.
  • the comparator unit with hysteresis 110 generates at its output a square-wave pulsed signal Si mp ( of the on/off type) , which has a first value, for example a high value, when the effective excitation signal I ZM E lies within the amplitude window defined by the aforesaid reference mean value and by the reference ripple amplitude (in particular, the ripple semi-amplitude is added to/subtracted from the mean value) and a second value, for example a low value, when the effective excitation signal I Z ME lies outside said amplitude window.
  • Si mp square-wave pulsed signal
  • the drive module 105 further comprises a power unit 112, supplied by a supply voltage V ai , provided for example by the battery of the motor vehicle, and configured so as to generate a drive signal V P M , in particular a pulse width modulation voltage signal, on the basis of the aforesaid pulse signal Si mp generated by the comparator stage with hysteresis 110; this power unit 112 may comprise a DC/DC voltage converter, of the boost type for example (which is a known type not described here in detail) .
  • the drive signal V P M is then supplied to the
  • the drive module 105 may also comprise a measurement unit 114, which receives at its input the aforesaid effective excitation signal I Z ME and calculates its mean current value. This mean value is sent to the input of the aforesaid first map module 101 of the control unit 100 and/or used for further control actions (in a way which is not illustrated here), as a feedback signal .
  • the drive module 108 of the drive stage 104 comprises a control unit 120, of the PI (proportional integral) or PID
  • Said control unit 120 also receives at its input the desired value of the frequency of the excitation signal I ZM E supplied by the third map module 106 (on the basis of the desired value of the ripple amplitude) , and generates at its output the pulse signal Si mp ( of the on/off type) , for the power unit, which is again indicated here by 112; this power unit 112 is supplied, in this case also, by the supply voltage V ai , and also receives at its input the frequency value supplied by the third map module 106.
  • the pulse signal Si mp therefore has a frequency equal to the aforesaid frequency value supplied by the third map module 106 and a duty cycle determined by the feedback control action performed by the control unit
  • the power unit 112 is configured so as to generate, from the aforesaid pulse signal Si mp , the drive signal V P M which is supplied to the electrical circuit 45 of the metering solenoid valve 20.
  • control strategy described makes it possible to compensate suitably for the hydraulic forces due to the pressure peaks in the supply manifold 29 with the magnetic force generated by the metering solenoid valve 20, so as to reduce the flow disturbances for the high-pressure pump 6 (and for the engine 3) .
  • the frequency of the excitation signal I Z ME may advantageously be lower (meaning that the current ripple amplitude is higher and the
  • control strategy makes it possible to obtain the optimal control solution for any operating point, by contrast with the conventional control solutions (with a fixed frequency and a variable duty cycle) , thereby obtaining a more stable and controlled fuel supply.
  • control unit 100 may be provided.
  • the first map module 101 which stores the map of the position of the pressure peaks within the supply manifold 29, is not provided.
  • the control unit 100 comprises a pressure sensor 130, configured so as to detect the fluid pressure within the supply manifold 29 and to generate a pressure signal S P ; and a processing module 131, coupled to the pressure sensor 130 and configured to detect the position and trend of the pressure peaks on the basis of the analysis of the
  • the processing module 131 supplies to the second map module 102 the information recorded about the "map" (that is to say, the position in time) of the pressure peaks, for the determination, in a manner entirely similar to that discussed above, of the corresponding value of the ripple amplitude of the excitation signal
  • control unit 100 controls the control unit 100
  • this drive stage 104 comprises the drive stage 104 (not illustrated here) , configured so as to generate and supply the drive signal VP W M to the electrical circuit 45 (and to the corresponding coil) of the metering solenoid valve 20, for the generation of the excitation signal I ZME ; in particular, this drive stage 104, in this case also, may be made according to the first or the second embodiment (discussed above with reference to Figure 9 and Figure 10, respectively) .
  • first map module 101 might receive at its input further parameters indicative of the operating point of the engine 3, in addition to the pump speed, including, for example, the amount of injection, the pressure in the common manifold ("common rail") , or other relevant

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

Abstract

La présente invention concerne une commande d'une électrovanne de dosage dans une unité de pompe pour alimenter en carburant un moteur à combustion interne comprenant une pompe haute pression ; une pompe de pré-alimentation pour fournir le carburant depuis un réservoir de confinement à la pompe haute pression ; et un circuit hydraulique pour interconnecter le réservoir de confinement, la pompe de pré-alimentation, la pompe haute pression et le moteur, le circuit hydraulique ayant l'électrovanne de dosage pourvue d'un actionneur électromagnétique. Une unité de commande électronique (100) génère un signal de commande de modulation PWM pour l'actionneur électromagnétique, pour générer un signal d'excitation correspondant et une force d'actionnement magnétique correspondante ; l'unité de commande électronique comporte un étage d'entraînement (104) qui commande la valeur moyenne du signal d'excitation sur la base d'une valeur moyenne de référence, et qui commande également une amplitude d'oscillation (ondulation) du signal d'excitation sur la base d'une valeur d'amplitude d'oscillation de référence.
PCT/EP2020/064972 2019-06-25 2020-05-29 Commande d'une électrovanne de dosage dans une unité de pompe pour alimenter en carburant un moteur à combustion interne Ceased WO2020259953A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202080046509.3A CN114026318B (zh) 2019-06-25 2020-05-29 用于向内燃机供应燃料的泵单元中的计量电磁阀的控制

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IT102019000010059A IT201900010059A1 (it) 2019-06-25 2019-06-25 Sistema e metodo di controllo di una elettrovalvola di dosaggio in un gruppo di pompaggio per alimentare combustibile ad un motore a combustione interna
IT102019000010059 2019-06-25

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WO2020259953A1 true WO2020259953A1 (fr) 2020-12-30

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CN114065608A (zh) * 2021-10-21 2022-02-18 深圳市卓立智能制造有限公司 往复电磁泵输出功率稳定控制方法、系统和电子设备
CN114065608B (zh) * 2021-10-21 2023-09-22 深圳市卓立智能制造有限公司 往复电磁泵输出功率稳定控制方法、系统和电子设备

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