Patent Grant
11371460
This application claims the benefit of priority to German Patent Application No. 102021202000.3, filed on Mar. 2, 2021, the disclosure of which is hereby incorporated in its entirety by reference.
The present invention relates to a fuel injection system for an internal combustion engine, to a method and a control device for controlling a fuel injection system of an internal combustion engine.
Internal combustion engines typically comprise a fuel supply or injection system including an injection rail and a high pressure fuel pump supplying pressurized fuel to the injection rail. From the injection rail, the pressurized fuel is injected into a combustion chamber of the engine where it is burned to move a piston to generate torque. Typically, the high pressure fuel pump is operated synchronously with a rotational speed of the engine which allows to maintain a calibrated target pressure in the injection rail.
Although this operational scheme is robust and reliable, there are situations in which it would be desirable to be able to more flexibility operate the fuel supply system. For example, different fuel supply characteristics are desirable in situations in which dynamic load variations are applied to the engine than in situations in which a more or less constant load is applied to the motor.
It is one of the ideas of the present invention to provide improved solutions for a fuel supply of an internal combustion engine.
According to a first aspect of the invention, a method for controlling a fuel injection system of an internal combustion engine may include receiving a set value for a target pressure in an injection rail that provides fuel to the engine, receiving an output demand representing a target amount of fuel to be injected from the injection rail per engine cycle, receiving a control mode signal, capturing an actual pressure in the injection rail, selecting a control mode based on the control mode signal, determining a fuel pump flow demand for a fuel pump connected to the injection rail based on a difference between the set value for the target pressure and the actual pressure, based on the output demand, and based on the selected control mode, and operating the fuel pump according to the fuel pump flow demand and based on the selected control mode to provide fuel to the injection rail. The fuel pump is operated independently from a rotational speed of the engine.
According to a second aspect of the invention, a control device for controlling a fuel injection system of an engine may include an input interface configured to receive a set value for a target pressure in an injection rail that provides fuel to the engine, an output demand representing a target amount of fuel to be injected from the injection rail per engine cycle, a control mode signal, and a captured actual pressure in the injection rail, an output interface configured for signal connection to a fuel pump that is hydraulically connected to the injection rail, and a processing unit connected to the input interface and the output interface. The processing unit is configured to operate a fuel injection system according to a method according to the first aspect of the invention.
In particular, the processing unit is configured to select a control mode based on the control mode signal, to determine a fuel pump flow demand for the fuel pump based on a difference between the set value for the target pressure and the actual pressure, based on the output demand, and based on the selected control mode, and to issue a control signal to the output interface for operating the fuel pump according to the fuel pump flow demand and based on the selected control mode to provide fuel to the injection rail. The fuel pump is operated independently from a rotational speed of the engine. The processing unit may include a processor, an ASIC, an FPGA, or similar. The processing unit is configured to read a data storage medium, e.g. a non-volatile storage medium such as a HDD storage or an SSD storage, and execute software stored in the data storage medium. The data storage medium may be a part of the control device or the control device may have access to the data storage medium via the input interface.
According to a third aspect of the invention, a fuel injection system for an internal combustion engine is provided. The fuel injection system includes a control device according to the second aspect of the invention, an injection rail to provide fuel to the engine, a pressure sensor signal connected to the input interface of the control device and configured to capture an actual pressure in the injection rail, and a fuel pump hydraulically connected to the injection rail and signal connected to the output interface of the control device. The fuel pump is operable or drivable independently from a rotational speed of the engine.
One of the ideas on which the present invention is based is to operate the fuel pump, which delivers high pressure fuel to the injection rail, independently from the rotational speed of the engine and operate the fuel pump according to a desired control mode. The control mode is selected based on a control mode signal which may be issued by an engine control unit (ECU), e.g. depending on an operational state of the engine and/or based on an input via a user interface. Generally, the fuel pump is operated such that a specific amount of fuel is provided to the injection rail to be able to inject the amount of fuel into the combustion chamber of the engine to meet the desired torque output that corresponds to an output demand.
The operation of the fuel pump is further governed by a target pressure that is to be present in the injection rail. The target pressure may depend on the selected control mode. Further, the amount of fuel which is actually delivered to the injection rail by the pump is dependent on the selected control mode. The control mode is considered in calculating or determining a fuel pump flow demand which is issued as a signal to the fuel pump. For example, an amount of fuel may already be present in the injection rail which is sufficient to generate the desired torque output of the engine so that only a reduced amount of fuel is to be transported into the rail, e.g. to adjust the actual pressure to meet the target pressure.
One advantage of the present invention is that, since a control mode is selected, and since the fuel pump is able to work independently from the rotational speed of the engine, the fuel injection system is more flexible. For example, depending on the selected control mode, the fuel pump may be operated to work at higher efficiencies, to improve dynamical behavior of the motor, to reduce particle emission of the engine, or similar.
According to some exemplary embodiments, the control mode is selected among a plurality of pre-stored control modes, wherein each control mode includes at least one of a set value of the target pressure and a target filling of the injection rail. The filling of the injection rail corresponds to the mass of fuel present or stored in the injection rail. The filling may be represented by various characteristic quantities, e.g. by a filling ratio which is a ratio of a corrected volume of fuel stored in the injection rail to a geometric volume of the injection rail. The corrected volume may correspond to the volume the fuel stored in the injection rail at the actual pressure in the rail would take would take at a reference pressure, e.g. the ambient pressure.
According to some exemplary embodiments, the set value of the target pressure, depending on the control mode, is a constant value or a dynamically varying value. The target pressure is preferably set by an engine control unit, e.g. in accordance with an engine control map. Accordingly, an injection or fuel supply characteristic may be varied more easily. In particular, the fuel may be supplied to the combustion chamber of the engine at a desired pressure. As the pump is driven independently from the rotational speed of the engine, the pressure in the rail may be adjusted more flexible to improve performance of the engine. For example, during cold start or when a dynamic behavior of the engine is desired, the rail pressure may be increased or generally varied in accordance with the selected control mode very flexible.
According to some exemplary embodiments, the method may further include calculating an actual filling of the injection rail based on the actual pressure and on a type of the fuel, and calculating a total filling of the injection rail based on the output demand. The operation of fuel pump may be adjusted such that the actual filling does not exceed an upper filling threshold and/or does not fall below a lower filling threshold. For example, the actual filling may be calculated as the filling ratio which is defined herein as Vcor/V0, wherein Vcor is a corrected volume of the fuel in the injection rail and V0 is the geometric volume of the injection rail. The corrected volume may be determined according to the following equation:
In this equation, p0 is a reference pressure, e.g. the ambient pressure, RF is volumetric percentage of pure fuel at a reference pressure p0, RA is volumetric percentage of pure fuel at a reference pressure p0, pr is the actual pressure in the injection rail, Δp is the difference between rail pressure pr and reference pressure p0, κ is the heat capacity ratio of air, which might be set as 1.34, for example, E is the coefficient of elasticity of the pure fuel. A target filling of the injection rail may be determined as difference between the actual filling and the amount of fuel corresponding to the output demand under consideration of the set value for the target pressure. The upper filling threshold for the filling may be defined by a maximum allowable pressure of the injection rail. The lower filling threshold may be defined by a minimum amount of fuel to be present in the injection rail to maintain the target pressure and to inject the amount of fuel in accordance with the output demand.
According to some exemplary embodiments, in a first control mode, operating the fuel pump includes calculating a pump efficiency as a ratio of hydraulic power to be applied to the fuel and driving power to be applied to the pump to reach the target pressure in the injection rail. The pump is only operated when the calculated pump efficiency is above an efficiency threshold. The pump efficiency η may be approximated for an electrically driven pump, for example, according to the following equation:
In this equation UB is the electrical voltage and IP the electrical current applied to the pump. Further, pr is the target rail pressure, pt is pressure in the fluid source, e.g. a tank, to which the fuel pump is connected, and ρF is the density of the fuel. {dot over (m)}F is the mass flow of fuel represented by the output demand, {dot over (m)}L is a mass flow of leaked fuel, and {dot over (m)}R is the mass flow of fuel required to maintain or reach the target pressure in the injection rail. The efficiency threshold, for example, may lie in the range between 0.25 and 0.5. For example, the efficiency threshold may be 0.4.
In the first control mode, the pump is only operated when this is possible at a high efficiency. Thus, the injection rail functions as a fuel storage which allows interrupting reducing operation of the fuel pump at low efficiency working points. Accordingly, the average efficiency of the fuel supply system may be remarkably increased.
According to some exemplary embodiments, when the calculated pump efficiency is less than the efficiency threshold the pump, the pump is only operated when the actual filling of the injection rail is less or equal than a filling threshold value depending on the fuel demand. The filling threshold value of this exemplary embodiment may form a lower filling threshold as mentioned above. In other words, according to this exemplary embodiment, the injection rail is charged even when the pump works at a low efficiency level to avoid draining of the injection rail.
According to some exemplary embodiments, in a second control mode, calculating the fuel pump flow demand may include determining a first fuel pump flow demand percentage based on the difference between the set value for the target pressure and the actual pressure and adding the determined first fuel pump flow demand percentage to a second fuel pump flow demand percentage proportional to, e.g. corresponding to, the output demand. An actual filling of the injection rail is calculated based on the actual pressure and on a type of the fuel. The operation of the fuel pump may include operating the fuel pump such that operation of the fuel pump is inhibited, in particular stopped, when the output demand compared to the actual filling exceeds a predetermined threshold. According to this exemplary embodiment, there is provided more than enough fuel to maintain or reach the target pressure in the injection rail and to supply the fuel amount corresponding to the output demand. In other words, actual pressure in the injection rail is adjusted to a level above the set value of the target pressure with the limitation that the actual pressure, which is proportional the actual filling, is maintained below an upper threshold level. Accordingly, a highly dynamic behavior of the engine may be achieved.
According to some exemplary embodiments, in a third control mode, calculating the fuel pump flow demand may include calculating an actual filling of the injection rail based on the actual pressure and on a type of the fuel, calculating an effective available filling of the injection rail as a difference between the actual filling and a maximum filling of the injection rail at the target pressure, and determining an effective demand by adding the output demand and the effective available filling volume. Thereby, the rail is maintained at substantially constant high pressure level since it is filled always to the desired target amount, e.g. close to a maximum possible filling.
Accordingly, particle emission of the engine may be advantageously reduced. Optionally, similar to the first control mode, operating the fuel pump in the third control mode may also include calculating a pump efficiency as a ratio of hydraulic power to be applied to the fuel and driving power to be applied to the pump to reach the target pressure in the injection rail. The pump is only operated when the calculated pump efficiency is greater than an efficiency threshold. However, the pump may optionally be actuated in a state that indicates fuel or pressure shortage in the injection rail.
The above-described features for the control device are also disclosed for the method and for the fuel injection system and vice versa.
For a more complete understanding of the present invention and advantages thereof, reference is now made to the following description taken in conjunction with the accompanying drawings. The invention is explained in more detail below using exemplary embodiments, which are specified in the schematic figures, in which:
Unless indicated otherwise, in the figures like reference signs indicate like elements.
It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, combustion, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum).
Although exemplary embodiment is described as using a plurality of units to perform the exemplary process, it is understood that the exemplary processes may also be performed by one or plurality of modules. Additionally, it is understood that the term controller/control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to execute the processes described herein. The memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items.
Unless specifically stated or obvious from context, as used herein, the term “about” is understood as within a range of normal tolerance in the art, for example within 2 standard deviations of the mean. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term “about.”
As exemplarily shown in
The injection rail 2 is only schematically shown in
The fuel pump 4 is hydraulically connected to the injection rail 2 and is configured to pressurize and transport fuel into the injection rail 2. In the example shown in
The control device 1 is only schematically shown in
The input interface 11 may be configured to receive and, optionally, to transmit signals. The output interface 12 may be configured to transmit and, optionally, receive signals. For example, the input and output interfaces 11, 12 may be configured for a wired connection, e.g. via a BUS system such as CAN-BUS or similar.
As is schematically shown in
The ECU 210, as schematically shown in
In a first step M1, the control device 1 may be configured to receive a set value S1 for a target pressure in the injection rail 2 via the input interface 11, e.g. from the ECU 210. For example, the ECU 210 may be configured to output the set value S1 based on an actuation of the gas pedal 210 and/or based on the operational state of the engine 200. In particular, the ECU 210 may be configured to determine the set value S1 from a look-up-table or an engine map in which, for example, a torque demand and a rotational speed of the engine may be mapped with a target pressure in the injection rail 2. Actuation of the gas pedal 215 may be captured, for example, by a sensor (not shown) capturing a displacement of the gas pedal 215.
In step M2, the control device 1 may be configured to receive an output demand S2 representing a target amount of fuel to be injected from the injection rail 2 per engine cycle via the input interface 11. The output demand S2 may, for example, be a demand signal issued by the ECU 210 based on the actuation of the gas pedal 215.
In step M3, the control device 1 may be configured to receive a control mode signal S3 via the input interface 11. The control mode signal S3 may, optionally, also be issued by the ECU 210 based on a position of the mode selection switch 5. For example, a driver may select from a plurality of control modes such as “sport”, “city drive”, “eco/emission mode”, or similar, by turning or otherwise adjusting the switch 5. Alternatively, it may also be possible that the ECU 210 generates the control mode signal based on the operational state of the engine.
Step M4 represents capturing an actual pressure S4 in the injection rail 2 by the pressure sensor 3, wherein the control device 1 may be configured to receive the captured actual pressure S4 via the input interface 11. In step M5, the control device 1 may be configured to select M5 a control mode based on the control mode signal S3, in particular from a plurality of pre-stored control modes. Depending on a control mode, different control schemes are applied. This concerns in particular the steps M8 and M9. In step M9, the control device 1 may be configured to determine a fuel pump flow demand S5 for the fuel pump 4 based on a difference between the set value S1 for the target pressure and the actual pressure S4, based on the output demand S2, and based on the selected control mode. The fuel pump flow demand S5 corresponds to a control signal for actuation or adjusting the operation of the fuel pump 4. The fuel pump flow demand S5 may, for example, represent a target rotational speed of the fuel pump 4. In step M9, the control device 1 may be configured to generate or output the pump flow demand S5 to the output interface 12 and, thereby, operate the fuel pump 4 according to the fuel pump flow demand S5 and based on the selected control mode to provide fuel to the injection rail 2.
As shown in
For example, the actual filling may be calculated as the filling ratio which is defined herein as Vcor/V0, wherein Vcor is a corrected volume of the fuel in the injection rail and V0 is the geometric volume of the interior space of the injection rail 2. The corrected volume may be determined according to the following equation:
In this equation, p0 is a reference pressure, e.g. the ambient pressure, RF is volumetric percentage of pure fuel at a reference pressure p0, RA is volumetric percentage of pure fuel at a reference pressure p0, pr is the actual pressure in the injection rail, Δp is the difference between rail pressure pr and reference pressure p0, κ is the heat capacity ratio of air, which might be set as 1.34, for example, E is the coefficient of elasticity of the pure fuel.
In step M7, the control device M7 may be configured to calculate a total filling of the injection rail 2 based on the output demand S2. The total filling corresponds to the filling of the injection rail 2, when the amount of fuel corresponding to the output demand S2 would be added into the injection rail 2 which is already filled with the actual filling. In particular, the fuel pump 4 in step M9 may be operated such that the actual filling does not exceed an upper filling threshold and/or does not fall below a lower filling threshold, in particular, depending on the selected control mode.
Generally, the control mode may be selected among a plurality of pre-stored control modes. For example, the ECU 210 or the control unit 1 may be configured to store specific control schemes which are performed when a specific control mode is selected. Accordingly, as the fuel pump 4 is driven independently from the engine 200, the fuel pump 4 may flexibly be operated to provide fuel to the rail 2 adapted to various needs. In particular, each control mode may include at least one of a set value S1 of the target pressure and a target filling of the injection rail 2. For example, the set value S1 of the target pressure, depending on the control mode, may be a constant value or a dynamically varying value which is preferably set by the ECU 210.
As shown in
The output demand S2 may, for example, be provided in the format of a value corresponding to the volume of fuel to be injected. Thus, the output demand S2 preferably is provided to a converter block B2 which converts the format of the output demand to the format of the actuation signal of the PI-control block B1. In the present case, the output demand S2 therefore may be converted to a rotational speed of the fuel pump 4. Further, the converted output demand S2 is provided to the summation block A2 which adds the output demand S2 to the actuation signal and outputs the pump flow demand S5.
As schematically shown in
In this equation UB is the electrical voltage and IP the electrical current applied to the pump. Further, pr is the target rail pressure, pt is pressure in the fluid source, e.g. a tank, to which the fuel pump is connected, and ρF is the density of the fuel. {dot over (m)}F is the mass flow of fuel represented by the output demand, {dot over (m)}L is a mass flow of leaked fuel, and {dot over (m)}R is the mass flow of fuel required to maintain or reach the target pressure in the injection rail. This calculation may, for example, be carried out in step M9.
The pump efficiency evaluation block B4 may be configured to output the calculated pump efficiency η as an efficiency signal S7 to an eco-switch block B5 which will be described later by reference to
The output demand S2 may be provided to a second converter block B3 which may be configured to convert the format of the output demand S2 to the format in which the actual filling S6 is provided. For example, the actual filling S6 may be provided in the format of a filling ratio Vcor/V0, wherein Vcor is the corrected volume of the fuel in the injection rail 2 (see equation above) and V0 is the geometric volume of the internal space of the injection rail 2. In particular, the output demand S2, when provided as volume may be divided by the geometric volume V0 in block B3. The actual filling S6 and the converted output demand S2 may then be provided to a subtraction block A3 which subtracts the converted output demand S2 from the actual filling S6 and outputs the result S8 to the eco-switch block B5 and, optionally, to a comparator block B7. The comparator block B7 may be configured to compare the result S8 to a filling threshold value and outputs a logical value “0” or “1”, depending on the comparison result, to the state switch B6. In particular, the comparator block B7 may be configured to output logical value “1” when the result S8 is smaller than a threshold and “0” when the result S8 is greater or equal than the threshold. The threshold may be one or 100%, when the actual filling S6 is provided as and the output demand S2 is converted to a filling ratio.
The eco-switch block B5 is shown in detail in
As shown in
As further shown in
As further shown in
Accordingly, in a first control mode, controlling M9 the operation of the fuel pump 4 may include calculating a pump efficiency as a ratio of hydraulic power to be applied to the fuel and driving power to be applied to the fuel pump 4 to reach the target pressure S1 in the injection rail 2. The fuel pump 4 is only operated when the calculated pump efficiency is greater than an efficiency threshold (comparison block B51) and, optionally, when the other comparison blocks B53, B54 in the eco-switch block B5 output “1”. Optionally, when the calculated pump efficiency is less than the efficiency threshold, the fuel pump 4 is only operated when the actual filling of the injection rail 2 is less than or equal to a filling threshold value depending on the fuel demand, which results from the comparison in block B7.
In the second control mode, the fuel pump flow demand S5 may be determined in the same way as explained for the first control mode. In particular, the actual pressure S4 and the target pressure S1 may be provided to the subtraction block A1 which subtracts the actual pressure S4 from the target pressure S1 and outputs a corresponding error signal to the PI-control block B1. The PI-control block B1 issues an actuation signal to a summation block A2, wherein the PI-control block B1 issues the actuation signal based on the error signal according to a PI-rule. The actuation signal may, for example, be in the format of a value corresponding to a rotational speed of the fuel pump 4 or in the format of a pressure.
The output demand S2 may, for example, be provided in the format of a value corresponding to the volume of fuel to be injected. Thus, as shown in
As shown in
The output of the comparator block B9 and the output of the limiter block B8 (fuel pump flow demand S5) may be provided to the state switch block B6. In the second control mode, the state switch block B6 causes issuance of the of the fuel pump flow demand S5 to the output interface 12 of the control device 1 if the value received from the comparator block B8 is “0”. If the value received from the comparator block B8 is “1”, the state switch block B6 does not output the fuel pump flow demand S5 and, thus, inhibits or stops operation of the pump. Hence, in the second control mode, controlling M9 the operation of the fuel pump 4 may include operating the fuel pump 4 such that operation of the fuel pump 4 is inhibited, in particular stopped, when the output demand S2 compared to the actual filling exceeds a predetermined threshold.
As shown in
As is shown in
As shown in
Consequently, in the third control mode, calculating the fuel pump flow demand S5 may include calculating an effective available filling of the injection rail 2 as a difference between a maximum filling of the injection rail 2 at the target pressure S1 and the actual filling, and determining an effective demand by adding the output demand S2 and the effective available filling volume.
As exemplarily shown in
Although the here afore-mentioned method and system have been described in connection to vehicles, for a person skilled in the art it is clearly and unambiguously understood that the here described system and method can be applied to various objects which comprise internal combustion engines.
The invention has been described in detail referring to exemplary embodiments. However, it will be appreciated by those of ordinary skill in the art that modifications to these embodiments may be made without deviating from the principles and central ideas of the invention, the scope of the invention defined in the claims, and equivalents thereto.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102021202000.3 | Mar 2021 | DE | national |
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| 20150198081 | Surnilla | Jul 2015 | A1 |
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