BR-102022000080-B1 - METHOD FOR MANAGING THE INTEGRITY OF A FUEL HEATING UNIT

Abstract

FUEL HEATING UNIT INTEGRITY MANAGEMENT METHOD. A fuel heating unit integrity management method applicable to fuel temperature management systems injected into combustion engines that allows for the optimization of the amount of fuel injected into engines that can be propelled by pure gasoline, ethanol, or any dual-fuel mixture through precise control of the amount of heat supplied to the fuel.

Inventors

• RENATO ALVES DE SOUZA
• MOISES TIAGO CHRISTOFOLETTI
• ISAAC MONTEIRO GENTINI
• MARCELLO FRANCISCO BRUNOCILLA

Assignees

• ROBERT BOSCH LIMITADA

Dates

Publication Date

20260317

Application Date

20220104

Claims (6)

1. 1. Method for managing the integrity of a fuel heating unit equipped with • at least one printed circuit board; • at least one power generating device; • at least one microcontroller unit; where said fuel heating unit is electrically associated with at least one heating element, characterized by comprising the steps of • identifying at least one critical maximum heat region (1); • mechanically associating at least one temperature sensor to the critical maximum heat region (2); • entering at least one temperature parameter reference value (3); • measuring at least one temperature parameter (4); • processing the measured temperature parameter (5); • executing an action (6).
2. 2. Fuel heating unit integrity management method according to claim 1, characterized in that the step of identifying at least one maximum heat region comprises the steps of: • identifying at least one maximum heat region present on the printed circuit board, power generator device and microcontroller unit (11); • measuring the temperature in the maximum heat region present on the printed circuit board, power generator device and microcontroller unit (12); • comparing the temperature measurement values in the maximum heat region present on the printed circuit board, power generator device and microcontroller unit (13); • determining the critical maximum heat region (14).
3. 3. Fuel heating unit integrity management method according to claim 1, characterized in that the step of entering at least one temperature parameter reference value comprises the steps of • entering at least one minimum temperature parameter reference value (21); • entering at least one maximum temperature parameter reference value (22).
4. 4. Fuel heating unit integrity management method according to claim 1, characterized in that the step of processing the measured temperature parameter comprises the steps of • comparing the measured temperature parameter with the minimum temperature parameter reference value (51); • comparing the measured temperature parameter with the maximum temperature parameter reference value (52).
5. 5. Fuel heating unit integrity management method according to claim 1, characterized in that the step of performing an action comprises an action between • continuing to supply an initial amount of power (61); • supplying an amount of power less than the initial amount of power (62); • stopping the supply of power (63).
6. 6. A method for managing the integrity of a fuel-fired heating unit, according to claim 5, characterized in that the action of interrupting the power supply comprises the action of disabling the heating element.

Description

[0001] The present invention relates to a method of managing the integrity of a fuel heating unit applicable to fuel temperature management systems injected into combustion engines that allows for the optimization of the amount of fuel injected into engines that can be propelled by either pure gasoline or ethanol or any dual-fuel mixture through precise control of the amount of heat supplied to the fuel. STATE OF THE ART [0002] In recent years, problems with the amount of pollutants emitted (HC, CO, CO2 and particulates, among others), mainly by car engines, have been a major problem for large cities. Therefore, new technologies have been developed to help reduce pollutants emitted by internal combustion engines. [0003] In order to mitigate greenhouse gas emissions from automobiles and reduce dependence on fossil fuels, several alternatives to replacing the internal combustion engine are available. However, the best solution to this dilemma must take into account the geographical and socioeconomic characteristics of the country, its energy matrix, its emissions legislation, and the environmental impact of the fuel's carbon emissions throughout its life cycle. [0004] Brazil has a strong reputation for its fleet of dual-fuel vehicles, long experience in the use of ethanol fuel, and its distribution network. This sets it apart from other global markets and justifies a unique approach to reducing aldehyde emissions, for example. [0005] However, some limitations are observed in the use of dual-fuel engines (popularly known as "flex" engines). To meet the demand for using two fuels in a single tank, the sizing of a flex-fuel engine tends to be intermediate, since the sizing of single-fuel engines is different depending on whether the fuel is ethanol or gasoline. This is because the vast majority of dual-fuel engines tend to have a single geometric compression ratio, which represents the ratio between the aspirated volume plus the combustion chamber volume in relation to the combustion chamber volume). [0006] During its stroke, the piston reaches a higher point and a lower point in its displacement, called respectively top dead center (TDC) and bottom dead center (BDC). [0007] Typically, the operation of a passenger vehicle engine has four strokes: • Intake • Compression • Combustion • Exhaust [0008] The effect of the compression ratio becomes evident in the second stroke - the intake valves close after the injection of the air/fuel mixture, and this mixture is compressed so that the combustion process can begin. In this way, the geometric compression ratio of the engine is obtained: the ratio between the volume of the combustion chamber of the piston at its bottom dead center BDC (largest volume) and its top dead center TDC (smallest volume). [0009] Gasoline engines typically use lower compression ratios (usually between 8:1 and 12:1), while ethanol-powered engines perform better with higher ratios (12:1 or even 14:1). [0010] However, before the fuel reaches the combustion chamber, it travels a path from the vehicle's tank. This fuel is moved by a fuel pump and flows through ducts that transport the fuel - first, a hose and, subsequently, a more rigid and branched duct called a rail. The branches carry the fuel to be injected into the respective cylinders, and it is at the exit of these branches where the fuel injectors are positioned. [0011] In addition, fuel impingement on the piston surface or on the walls of the intake ducts can contribute to an increase in emitted particles. Furthermore, fuel condensation in cold areas of the engine can result in incomplete combustion, generating hydrocarbons and carbon monoxide (HC and CO). [0012] When discussing engines that employ the Otto cycle (engines traditionally used in automobiles), both those using Port Fuel Injection (PFI) and those operating with direct injection (DI) emit particulate matter above permitted limits. Therefore, the use of a particulate filter for gasoline engines (whose acronym is GPF, as it comes from the English Gasoline Particulate Filter) has been recommended to comply with the new particulate emission regulations that have come into effect. [0013] However, even with the use of GPF, engines can still generate particulate matter above the limits set by official health agencies, since pollutant emissions also depend on driver behavior regarding how they drive and proper vehicle maintenance. [0014] The unit responsible for supplying and controlling the power to heat the fuel is the HCU (Heating Control Unit) and is typically composed of at least one printed circuit board, at least one transistor (also known as a “SmartFET”), and a microcontroller. However, the greater the power demanded to heat the fuel, the more the HCU will be affected by the heat. [0015] Heat incidence can occur statically or through peaks, depending on the maneuver the driver is performing and their driving style. For this reason, HCUs are designed to withstand nominal and tr