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    Fuel Injection System For Internal Combustion Engi

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    Fuel Injection System For Internal Combustion Engi

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    Ahmed Omar
    9 views13 pages

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    Fuel_injection_system_for_internal_combustion_engi

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    9 views13 pages

    Fuel Injection System For Internal Combustion Engi

    Uploaded by

    Ahmed Omar

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    © All Rights Reserved
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    «2 United States Patent Sugiyama et al. US 8,812,215 B2 Aug. 19, 2014 (10) Patent No.t (4s) Date of Patent: (58) FUEL INJECTION SYSTEM FOR INTERNAL COMBUSTION ENGINE. (75), toventors: Kouichi Sugiyama, Chiryu (JP); Koji Ishizuka, Aich-ken (1) (73) Assignee: Denso Corporation, Kariya (JP) (*) Novice: Subject to any disclaimer, the term ofthis patent is extended or adjusted under 35 US. 15400) by 257 days, (21) Appl. Nos 131899,008 (22) Filed: eb. 17,2012 (63) Prior Publication Data US 2012021542241 Aug. 23,2012 (20) Foreign Application Priority Data Feb. 18,2011 dP) 1 2011-033536 (51) mech FORM 3700 (2006.01) (2) US.c. usec ‘TOL/U04; 123/446; 123456; 1231457 Tayi (58) Flld of Classitication Search USPC... 1284S, 446, 447, 456,457, 10, 511 ‘TOUiIOB, 104: 78/114.43, See application file for complete search history. (66) References Cited US. PATENT DOCUMENTS. 5088553 A. SOTLS6L A * 1041991. Kondo cal (6198 Musseret al 23387 6293757 BL_ 92001 Oise {6§40'220 B2* 12008. Yomoga sta L456 57387 BL* 72006 Oono L3as7 210.185 B2* 72012 Okt Late FOREIGN PATENT DOCUMENTS B osscoss 121998 ® 218608661990 ® BHSSAS—LISBI ® Rise? Lisp ® 082873 1993 @ 6.2078 T1898 @ 1122481909 @ 113is0 IL 1999 ® rooi-2siets "92001 @ doors) $2007 ® dooo-209510, 122000 ® sooo? — ‘9010 rf doio-270724 122010 * cited by examiner Primary Examiner —Hai Huynh (74) Aitornes; Agent, or Firm —Nivon & Vanderhye PC. 7) ABSTRACT A fel ijoston system for an intemal combustion engine is provided which calculates the quantity of fuel required to bring the pressure ia a fuel agcualator into agreement with target pressure and then control an operation of a high- pressure pump based on the required quantity. Even inthe absence ofa change in pressure inthe accumulator, he sys- tem controls the high-pressure pump based on the required quantity. Specifically, the system calculates feedback fel quantity required to compensete fora difference between the requir quantity anda quantity ofthe fuel actully supplied to the accumulator, in other Words, leans such a quantity difference to correct the required quantity, thus resokng nan enhanced response ofthe system to coutol the high-pressure pump 1 a change in pressure in the accumulator 5 Claims, 6 Drawing Sheets US 8,812,215 B2 Sheet 1 of 6 Aug. 19, 2014 US. Patent <—-- YOSNaS, ¥olvamgoov <—— YOSNaS (3dS 3NIONI <—~ nos K——— TyNOIS SAG HOLOAPNT OSN3S “ANBL Aan WVa-NI <——-| — JWwols aA YOSNaS “dNBL SIA ONTONGRS-SuNssaud "aNd dWnd-NI <——} _—— “TWNDIS ANG dnd wosNas BANSS3Ud “ (9) DIA ~1 A |= ° 6 [=| é ¥ dWnd 7 3NIONA . ZL 9 9 ‘| TIva NOWWOO s } 1 OL tt (®)L DIA US 8,812,215 B2 Sheet 2 of 6 Aug. 19, 2014 US. Patent FIOA0 3OUVHOSIG Tans le 31040 SIOUIS-Rd F1OA9 | oca j 4an w3ONMd | OGL j AAA OULNOD SYOULS-3Ud aaso70 as ve ud ve ae~ ae § ge ~ NX =e 2 we 7 t 7 _S 7 de ae I ae = oe oe US 8,812,215 B2 Sheet 3 of 6 Aug. 19, 2014 US. Patent FIOAD. ST0A0 NOLLYINDWS LN3YYND NOLLWINOTWO SNOIAIYd OYUVHOSIG | NOLLONS . AWLL LNVLS NOLLVINOTWO € Old aan. uBONMd US. Patent Aug. 19, 2014 Sheet 4 of 6 FIG.4 START Sti] CALCULATE PuuP FEEDING Loss ¥ $3. CALCULATE QUANTITY OF FUEL CONSUNUED BY FUEL INJECTOR ¥ CALCULATE PRESSURE DEVIATION S| conpensaTNG QUANTITY OF FUEL ¥ S7~-{ CALCULATE REQUIRED. FUEL QUANTITY Qn ¥ S9—-] ACTUAL FUEL QUANTITY Or S11 PREVIOUS REQUIRED FUEL QUANTITY On 207 NO y US 8,812,215 B2 CALCULATE PUMP F/B ‘CALCULATE PRESSURE REDUCING ot FUEL QUANTITY OF VALVEF/@ FUEL auantmy ar | ~~S18 S17. CURRENT NO REQUIRED FUEL QUANTITY Qn 207 y WY DETERMINE TARGET DETERMINE TARGET i S19. QUANTITY OF FUEL QUANTITY OF FUEL S23 ¥ S DRIVE PRESSURE REDUCING |~__. S21 DRIVE PUMP VALVE oe END US 8,812,215 B2 Sheet 5 of 6 Aug. 19, 2014 US. Patent Wh uaMO] V aunssaud FUNSSIUd LAOUVL 3ASTHOV OL ALLNWNO G3YINOAY 13NJ 40 YO ALLLNYND ” ‘Vand 8/4 UYSHOIH aunssaud dWNd 40 ALIOVEYO WAWNIXWN > aUNSSIud WALOW — ~~ SYNSSFdd 1a0uVL GOla4 US 8,812,215 B2 Sheet 6 of 6 Aug. 19, 2014 US. Patent YW 7 GaYINOTY 713M JO YO ALLLNVNO SYNSSIYd WNLOV ~ lu — 9°DI4 4aMo1 Yj), P08SRS USHOIH Sunssadd ~~~ FNSsaud Lipuvl ALLLNYN}D ‘Vand 8/4 US 8,812,215 B2 1 FUEL INJECTION SYSTEM FOR INTERNAL. COMBUSTION ENGINE, ‘CROSS REFERENCE TO RELATED DOCUMENT “The present application claims the benefit of peiavty of Japanese Patent Application No. 2011-33536 fledon Feb. 18, 2011, the disclosure of which is incorporated hercin by ro BACKGROUND 1. Technical Field ‘The present invention relates generally toa fel injection system for internal combustion engines, and particulary toa ‘common rl el injection system for diesel engines which may be employed in automotive vehicles. 2. Background Ar ‘The common ral fuel injection system is mostly employed ‘with diesel intemal combustion engines for automotive ‘vehicles. Specifically, the common rl foe injection system, is equipped with a high-pressure pump «common ral, and fine injectors. The high-pressure pump works to pressurize fe, a fed from a fue! tank, and supplies it to the common rail The eomaoa rail stores the fuel ata controlled pressure, ‘The fe! injectors spray the fuel, us supplied from the com: ‘mon rail into eylinders ofthe engine. “The common rail fuel injection system works to control the ‘low rate of fuel discharged from the high-pressute pump so sto bring the pressure of ful in the common ral into gros 30 rent with a target pressure in feedback mode using, for ‘example, a proportional-integral derivative (PID) algorithm. For example, lapanese Patent First Publication No. 2010- 190147 discloses such pump discharge control. The target pressure is usually determined based on operating conditions ‘of the engine such as a degree af load on and speed of the ‘engine. The pressure in the common rls detected using a pressure sensor. The fel injection system, 2s taught in the above publica- tion. starts to contol the operation oftheigh-pressure pump afer a deviation of the pressure in the common ral from the target pressure occur and thus, faces adifiuly in control- ling the high-pressure pump’ precisely and quickly in response tothe pressure deviation. Tis may result in a high probability that when the target pressure changes with a ‘change in operating condition ofthe engine, the actual pees- sue ia the common rail oversots the new target pressure ot hunts around it s SUMMARY. 0 His therefore an object to provide a fuel injetion system ‘designed to control an operation ofa high-pressure pump so 10 bring an actual pressure of fuel into agreement with 3 target pressure quickly and precisely. Acconling to one aspect of an embodiment, there is pro ‘idea fol injection system which may be employed withan internal combustion engine for automotive vehicles. The fue injection system is configured to supply fuel to the internal ‘combustion engine and comprises: (a pump which pessur izes and fds fel, a stored in a fol tank; (b) fuel 2c ‘mulator in which the fuel, as fed from the pump, is sceumu- lated ata controlled pressure (c) fel injector whieh works to spray the ful, as stored inthe fusl accumulator, to an internal combustion engine (4). pressure sensor which mea- sures a pressure of the Me! inthe fuel accumulator, and () ‘controller working to perform a required fuel quantity detr- 2 mining task, an actual fuel quantity determining task a feod- back quantity determining task, ad a pump controlling task, The required fuel quantity determining tsk sto determines quantity of fuel requredto bring the pressure ofthe fein the ‘ue! accumulator into agreement with a target pressure set as fanetion of an operating condition ofthe intemal combus~ tion engine. The seual fuel quantity determining task isto determine an actual quantity ofthe fuel which has been fed Jom the pump othe fuel accumulator. The feedback quantity determining tasks to determine a feedback quantity thats 8 quantity ofthe fuel required to compensate for a diference between the required quantity ofthe fuel andthe actual quan tty ofthe fuel. The pump controlling tsk is w control an operation ofthe pump to discharge the fuel by an amount that {sth sum ofthe required quantity andthe feedback quantity, Specifically unlike the prior-art system, a discussed inthe introductory partofthisapplicaton the fel injection system does not work to coatrl the operation of the pump $0 as to compeasate forthe pressure cillerence between the target pressure and the actual pressure inthe accumulator, but is engineered to determine the quantity of foe required to bring the pressure in the accumulator into agreement withthe arget pressure and then drive the pump to feed the fuel by the determined quantity. This results in enhanced stability in bringing the actual pressure in the accumulator into agree= ‘mnt with the target pressure without evershooting or under- shooting the target pressure ‘Therefore, even when the target pressure changes with a change in operating condition of the intemal combustion engine, the fel injection system works to contol the opera- tion of the pump to have the pressure in the accumulator follow the target pressure quickly without overshooting or hunting ofthe actual pressure inthe accumulator desired degree of bity ofthe pump isnot obtained due ‘waproduction llerace thereof oran err inealelating the required quantity of the fuel a difference between the required quantity and the actual quantity will occur. The fuel injection system, thus, works to determine the value of the feedback quantity based on that difference to corect target quantity of fet to be Fad wo the accumulator so ast bing the pressure inthe accuasulator into agreement wit the target pressure and then eoatrls the operation ofthe pump so that, the corrected target quantity of fuels fd othe accumulator Each of the required quantity of the fuel andthe actual quantity ofthe uel has either ofa positive value ora nepative value. The quantity of fuel, as refered to inthis aplication, may be expressed by a quantity ofthe fuel moving per unit time (ie, flow ate). For example, the required quantity and the actual quantity may be replaced with total quantity ofthe five! flowing intermittently or continwously for each fuel injection cyeleof the fuel njetor, each pumping eye ofthe pump. or each operating cycle ofthe controller (ve. the ECU. im the embodiment) Inthe preferred mode ofthe embodiment, the fel injector works to injet ihe fueleyelically ito the internal combustion engine. The required fuel quantity determining tsk deter- nines the required quantity of fuel based ona quantity of the fue tobe injected by dhe fuel injector into the internal com bustion engine inthis injection cycle, a quantity ofthe fuel to be drained from the fool injector without being sprayed into the intemal combustion engine, and the difference between the roquited quantity ofthe fuel and the actual quantity ofthe ful ‘The injection eyele, as rferrod to herein, is a prodster- mined period of tine after the roquired fuel quantity dter- mining ask starts to detemmine the requited quantity. Inthe «ase ofthe intemal combustion engine is a four-cyelerecip- US 8,812,215 B2 3 rocating engine, the injection cycle is defined in a compres- sion oan intake stoke ofa piston of the engine, Specifically, te fe! injection systom estimates the quan tty of fuel which will be drained from the sccumulatoe by spraying of the fel into the engine and then supplies the fe tothe accumulator through the pamp. Therefore, as compared ‘wi the priorar system which tars to contol the operation ‘of the pump alter the pressure difference occurs, the fue] injection system brings the actual pressurein theaccumulator ito agreement with the target pressure accurately, which ‘ensures the stability in Keeping the pressure inthe sccumla- torar the target pressure ‘The actual fuel quantity determining task may determine the actual quantity ofthe fuel asedon.a change in pressure of the fel atan outlet of the pnp fora given period oftime and 8 quantity of the fuel having been sprayed from the fuel injector inthe given period of time. “The fel injection system may also include a pressure: reducing valve which works to reduce the pressure ofthe fuel. inthe accumulator when the required quaatty ofthe fel has ‘a negative value, The el injection system i, therefor, pee- mitted to activate only either of the pump or te pressure- reducing valve, this avoiding unnecessary operations ofthe pump. ‘When the required quantity ofthe fuel has a value greater than or oqual to zee, the pomp controlling ask instevets the pump to feed the fue othe accumulator. The fe injection system i, therefore permite to activate only ether of the pump o the pressureeducing valve hus avoiding unneces- sary operations of the pressure-reducing valve, BRIEF DESCRIPTION OF THE DRAWINGS ‘The present invention will be understood more filly from the dewiled description given hereinbelow and fom the accompanying drawings of the preferred embadiment ofthe invention, which, however, should not be taken to mit the invention othe specific embodiment but are forthe purpose ‘of explanation and understanding oa. Tn the drawings: FIG. 1(2) is block diagram which shows a fuel injection system acoording to an embodiment of the invention FIG. 1(6) isa block diagram which shows an electronic ‘control unit of the fue! injection system of FIG. 1(a); FIG. 2sa schematic view which shows prestoke flow rate ‘contol ina high-vessure pump ofthe fel injection system of FIG. ay, FIG. 3s atime chart which demonstetes the time when requized quantity of fel and an actual quantity of el tart he calculated: FIG. 4 is « lowehart of @ pump control program to be ‘executed by the eeetonie contol unit of FIG. 18); FIG. 5s tine chart which demonsteates an operation of the el injection system of FIGS. 1(a) and 1(6) 0 conto the pressure in a common rl, and FIG. 6s time chart which demonsteates an operation of| ‘prior at fuel injection system to contro the pressure in ‘common rail DESCRIPTION OF THE PREFERRED EMBODIMENTS Roferring othe drawings, wherein like reference numbers refer to lke parts in several views, particularly to FIGS. 1a) ‘and I(2), teres shown fue injectionsystem I according 10 an embodiment ofthe invention which is designed contro s Fa 4 spraying of fuel w a foureyele internal combustion dese engine 8 for automotive vehicles. 1 Strutare of Fuel injection System ‘Te fel injection system Lis ofa common el type and equipped with a feed pump 2, a high-pressure pump 3, common rail 4 serving as a fuel accumulator, a pressure- reducing valve 5 fel injectors 6, and an electonie contro unit (ECU) 7 which drives the fuel injectors 6 (ie. fae injection valves installed one in ech of four eyinders ofthe diesel engine 8. ‘The feed pump 2 sucks fel from a fue tank 9 and feds it to the high-pressure pump 3. The high-pressure pump 3s, as illusrated in FIG. 2, equipped with a plunger 3A which is driven by an output ofthe engine 8 so tat it resiprocates in synchronization with rotation ofthe engine 8 to suck, pres- suriz, and discharge the fel eylically. ‘The high-pressure pump 3 isa illustrated in FIG. 2, ls0 equipped witha pre-stroke contol valve3C which sinsalled in an inlet through which the fuel enters the high-pressure pump 3. Thepre-stoke cont valve 3C works a. hw rate contol valve to contd the amount of fae} sucked into 3 pressure chamber 3B, The opening or elosing of the pre- Stoke contol valve 3C is controled by the ECU 7. The high-pressure pump 3 is als equipped witha check valve3D ‘which i installed in the outlet thereof and allows the fuel flow only out ofthe high-pressure pup 3 ‘When he plunger 3A moves fom the top dead centertothe bottom dead center withthe pre-strke cont valve 3C ‘opened, the volume ofthe pressure chamber 3B willinrease, so tat the fuel, as supple from the fed pump 2, is sucked info the pressure chamber 3B (which wll also be refered 0 asa suction cycle) ‘When te plunger3A moves from the bottom dead center tothe top dead center with the prestoke contro valve 3C ‘pened, te el, as sucked into the pressure chamber 33, wll flow backward tothe el tank 9 through the pre-stroke con trol valve 3C (hich will abo be refered 1 aa prestoke cycle) ‘When a given time iseached the pre-stroke control valve 3C is closed by the ECU 7, This causes the pressure, as remuining in the pressure chamber 3B, 10 be pressurized, ‘When the pressure ia the pressure chamber 3Bexceeds tat in the common al. the el inthe pressure chamber 3B willbe ‘ed tothe eommon although the check valve 3D (which will be refereed oa fuel dscharge eye) ‘The amount of fae! tobe supplied from the high-pressure pump 3 to the common ral 4 is, therefore, determined by controling he ime when the pre-stoke coatrolyalve3Cisto beupened orclosed Specifically, when the pre-stroke conto valve 3C is closed earlier, it will result in an increase in amount of fel discharged tothe common rai 4, while, when the pre-stroke contol valve 3 closed later, it will result in a decrease namount of fe ischanged tothe common ail 4 ‘The pre-strke cont valve 3 is implemented hy aso noid-operate valve, but may alteratively be designed tobe driven by an actuator using a pieroelectrc device ‘The common nil 4a illustrated in FIG. (a), constitutes 2 high-pressure fel path leading tothe outlet ofthe high- pressure pump 3 and also serves asa fuel accumulator in which the foe, as fed from the high-pressure pump 3, is retained ata controlled pressure determined asa function of sn operating contin of the engine 8. When opened, the presure-relucing valve 5 drains the ful from the commen ral to a low-pressure path 9A leading to the fel tak 910 reduce the pressure of el within the common rl 4 “The fue injectors 6 are connected to the common rl in parallel to each other and work as fel injection valves 10 US 8,812,215 B2 5 spray the fuel, as supplied from the common rail 4,10 the «ylides ofthe engine 8, respectively Each of the fuel injec- tors 6is of a known solenoid-operated or piezo-deven type in ‘which the pressure of fel in a pressure chamber which unges nozzle needle ina valve-clsing direction to close a spray hole is controled to spray a desired quantity ofthe fl ‘The pressure sensor 10 works to measure the pressure of fie! in the commion rail 4. The common rl 4 also has a fuel temperature sensor 11 which measures the temperature of fet in the common ri 4. Similarly the high-pressure pump 5 has fel temperature sensor 12 which measures the tem perature of fuel within the pressure chamber 32 of the high pressure pump 3 “The fel injection system 1 also includes an engine speed sensor 13 which measures the sped of rotation of the crank staf of the engine 8 and an aecelerator position seasor (aot shown) which measures the positon of an aocelertor pedal (e.ackiver’s effort on the accelerator pedal), Ouputsof the sensors 10 to 13 and the accelerator position sensor are, 28 illustrated in FIG. 10), input othe ECU, ‘The ECU 7 is implemented by atypical microcomputer ‘sipped with 8 CPU, @ ROM, a RAM, and nonvolatile memory such a 8 sh memory and works to conto the ‘operations othe prestioke conto valve 3C; the pressue- raieng valve 8, and the fel injectors 6.4 dshargd pes- sure calculation onto progr. as willbe deseried erin

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