EP1278949A1 - Procede d'utilisation d'un systeme d'alimentation de carburant destine a un moteur a combustion interne d'un vehicule en particulier - Google Patents

Procede d'utilisation d'un systeme d'alimentation de carburant destine a un moteur a combustion interne d'un vehicule en particulier

Info

Publication number
EP1278949A1
EP1278949A1 EP01935970A EP01935970A EP1278949A1 EP 1278949 A1 EP1278949 A1 EP 1278949A1 EP 01935970 A EP01935970 A EP 01935970A EP 01935970 A EP01935970 A EP 01935970A EP 1278949 A1 EP1278949 A1 EP 1278949A1
Authority
EP
European Patent Office
Prior art keywords
pressure
control valve
expected
prbk
measured
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.)
Granted
Application number
EP01935970A
Other languages
German (de)
English (en)
Other versions
EP1278949B1 (fr
Inventor
Thomas Frenz
Hansjoerg Bochum
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 EP1278949A1 publication Critical patent/EP1278949A1/fr
Application granted granted Critical
Publication of EP1278949B1 publication Critical patent/EP1278949B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • 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
    • F02D2200/0604—Estimation of fuel pressure
    • 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

Definitions

  • the invention relates to a method for operating a fuel supply system for an internal combustion engine, in particular a motor vehicle, in which fuel is pumped from a pump into a pressure accumulator, in which the pressure in the pressure accumulator is measured, and in which the pressure in the pressure accumulator is controlled by the control of a Pressure control valve is changeable. Furthermore, the invention relates to a corresponding one
  • Fuel supply system for an internal combustion engine and a control device for such a fuel supply system are provided.
  • An internal combustion engine for example of a motor vehicle, is subject to ever increasing demands with regard to a reduction in fuel consumption and the exhaust gases generated, while at the same time increasing the output desired.
  • modern internal combustion engines are provided with a fuel supply system in which the supply of fuel into the combustion chamber of the internal combustion engine is controlled and / or regulated electronically, in particular with a computer-assisted control unit. It is possible to - put the fuel in one Inject air intake pipe of the internal combustion engine or directly into the combustion chamber of the internal combustion engine.
  • the so-called direct injection it is necessary for the fuel to be injected into the combustion chamber under pressure.
  • a pressure accumulator is provided, into which the fuel is pumped by means of a pump and placed under a high pressure. From there, the fuel is then injected into the combustion chambers of the internal combustion engine via injection valves.
  • the object of the invention is to provide a method for operating a fuel supply system for an internal combustion engine, with which a fault in the pressure control valve is detected quickly and reliably.
  • Figure 1 shows a schematic representation of a
  • FIG. 2 shows a schematic block diagram of an exemplary embodiment of a method according to the invention for operating the fuel supply system from FIGS. 1 and 2
  • 3a and 3b show schematic diagrams with signals from the
  • FIG. 1 shows a fuel supply system 1 which is intended for use in an internal combustion engine of a motor vehicle.
  • the fuel supply system 1 is a so-called common rail system, which is used in particular in an internal combustion engine with direct injection comes.
  • Common rail systems of this type are known from both gasoline and diesel internal combustion engines.
  • the fuel supply system 1 has a pressure accumulator 2, which is provided with a pressure sensor 3 and a pressure control valve 4.
  • the pressure accumulator 2 is connected to a high-pressure pump 6 via a pressure line 5.
  • the high pressure pump 6 is connected to the pressure control valve 4 via a pressure line 8.
  • Via a pressure line 9 and a filter, the pressure control valve 4 and thus also the high pressure pump 6 is connected to a preferably electric fuel pump 10, which is suitable for drawing fuel from a fuel tank 11.
  • the fuel supply system 1 has four injection valves 13, which are connected to the pressure accumulator 2 via pressure lines 14.
  • the injection valves 13 are suitable for injecting fuel into corresponding combustion chambers of the internal combustion engine.
  • the pressure sensor 3 is connected to a control unit 16, to which a plurality of other signal lines are connected as input lines.
  • the fuel pump 10 is connected by means of a signal line 17 and the pressure control valve 4 is connected to the control unit 16 via a signal line 18.
  • the injection valves 13 are connected to the control unit 16 by means of signal lines 19.
  • the fuel is pumped by the fuel umpe 10 from the fuel tank 11 to the high pressure pump 6.
  • a pressure is generated in the pressure accumulator 2, which pressure is measured by the pressure sensor 3 and can be set to a desired value by corresponding actuation of the pressure control valve 4. about the injection valves 13, the fuel is then injected into the combustion chamber of the internal combustion engine.
  • the pressure in the pressure accumulator 2 is essential. The greater the pressure in the pressure accumulator 2, the more fuel is injected into the combustion chamber during the same injection time. This pressure in the pressure accumulator 2 can be set and adjusted by the control device 16.
  • control unit 16 controls the pressure control valve 4 in its closed state, so that the high pressure pump 6 and the fuel pump 10 generate an ever increasing pressure in the pressure accumulator 2. This increasing pressure can be measured by the pressure sensor 3.
  • the pressure control valve 4 is controlled with a pulse width modulated signal.
  • a duty cycle TV of 0% results in a completely closed pressure control valve 4, and with a duty cycle TV of 100% the pressure control valve 4 is completely open.
  • the control unit 16 can conclude that the pressure control valve 4 has an error, essentially from the calculated pressure.
  • the pressure gradient of the pressure measured by the pressure sensor 3 in the pressure accumulator 2 is therefore determined. If this pressure gradient shows significant deviations from an approximately constant value, the control unit 16 concludes that the pressure control valve 4 has a fault.
  • FIG. 2 A third embodiment of the diagnostic method is shown in FIG. 2.
  • the signals resulting from this method are shown in FIGS. 3a and 3b.
  • Figure 3a relates to an intact pressure control valve 4 and Figure 3b to a defective pressure control valve.
  • the method shown in FIG. 2 is carried out by control unit 16.
  • the pulse duty factor TV is set to a first value TV1 of 35% in a block 20, for example.
  • the pressure prist currently measured by the pressure sensor 3 in the pressure accumulator 2 is then measured in a block 21. This pressure prist is shown in Figures 3a and 3b.
  • the control device 16 determines a modeled pressure prbk in a block 22, which takes into account the current operating variables of the internal combustion engine, such as their current speed, their engine temperature and the like. This pressure prbk is shown in Figures 3a and 3b.
  • the control device 16 then calculates a pressure gradient grddpr for the pressure difference dpr in a block 24. This pressure difference dpr and this pressure gradient grddpr are also shown in FIGS. 3a and 3b.
  • the control unit 16 now checks in a block 25 whether the amount of the pressure difference dpr exceeds a threshold value S1. If this is not the case, it is concluded that the pressure control valve 4 is not defective.
  • the pulse duty factor TV is then increased by one increment, for example by 1%.
  • the control device 16 checks in a block 27 whether the pulse duty factor TV has reached a second value TV2 of, for example, 45%. If this is not the case, the diagnostic method is continued with block 21 and the measurement of the pressure prist is repeated. If the second value TV2 of the duty cycle TV is reached, the diagnostic process is ended.
  • FIG. 3a is based on an intact pressure control valve 4.
  • the pressure difference dpr between the measured pressure prist and the modeled pressure prbk is relatively small.
  • the amount is Pressure difference dpr less than the threshold value Sl. The result of this is that the diagnostic method in FIG. 2 runs through blocks 21 to 27 in succession.
  • the control unit 16 can thus correctly conclude that the pressure control valve 4 is intact using the method in FIG. 2 in FIG. 3a.
  • control unit 16 checks whether the magnitude of the pressure gradient grddpr exceeds a threshold value S2. If this is the case, then the control unit 16 concludes that the pressure control valve 4 has an error and the diagnostic method in FIG. 2 is ended.
  • FIG. 3b This case of the defective pressure control valve 4 is shown in FIG. 3b.
  • the course of the measured pressure prist in the pressure accumulator 2 has a significant dip, which is identified by reference numeral 40.
  • This break-in can result, for example, from a jamming of the pressure control valve 4 due to contamination.
  • the result of the drop 40 is that the pressure difference dpr also has a relatively large deflection, which is identified by the reference number 41.
  • the pressure gradient grddpr which also has a relatively large deflection 42.
  • the amount of the pressure difference dpr in the area of the deflection 41 is greater than the threshold value S1. This achieves block 28 of the method in FIG. 2.
  • the amount of the pressure gradient in the area of the deflection 42 is also greater than the threshold value S2. It is thus recognized by block 29 of FIG. 2 that the pressure control valve 4 is defective.
  • the observation period Z is increased in a block 30, e.g. incremented. In a '.
  • the following block 31 is checked by the control unit 16 whether the observation period Z has reached a maximum value ZM.
  • Block 29 checks whether there is actually a fault in the pressure control valve 4. If this is not the case up to the expiry of the maximum value ZM of the observation time period Z, then the test of the pressure control valve 4 described at the outset is returned to with the aid of block 25.
  • the pulse duty factor is increased in a block 32, e.g. incremented by 1%. It is then checked in a block 33 whether the second value TV2 of the duty cycle TV has been reached. If this is the case, the method in FIG. 2 is ended. To this extent, blocks 32 and 33 correspond to blocks 26 and 27.
  • block 34 represents a summary of blocks 21, 22, 23, 24.
  • an error of the pressure control valve 4 is detected with the diagnostic method of FIG. 2 if and only if the amount of the pressure difference dpr and the amount of the pressure gradient grddpr exceed the associated threshold values S1, S2. If one of the threshold values S1, S2 is not exceeded, the control unit 16 determines the operability of the pressure control valve 4.

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

L'invention concerne un système d'alimentation de carburant (1) destiné à un moteur à combustion interne, en particulier à un moteur à combustion interne d'un véhicule. Dans le cas dudit système d'alimentation de carburant (1), le carburant peut être alimenté dans un accumulateur de pression (2) au moyen d'une pompe (6, 10). La pression de l'accumulateur de pression (2) peut être mesurée et commandée de manière à atteindre une pression prévue (prbk) dans l'accumulateur de pression. Un dispositif de commande (16) permet de commander une soupape de commande de pression (4) à une valeur prédéterminée, et de déterminer une pression prévue dans l'accumulateur de pression (2). Ledit dispositif de commande (16) permet par ailleurs de déduire l'état de fonctionnement de la soupape de commande de pression (4) à partir de la pression prévue et de la pression mesurée.
EP01935970A 2000-04-27 2001-04-14 Procede d'utilisation d'un systeme d'alimentation de carburant destine a un moteur a combustion interne d'un vehicule en particulier Expired - Lifetime EP1278949B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10020627 2000-04-27
DE2000120627 DE10020627A1 (de) 2000-04-27 2000-04-27 Verfahren zum Betreiben eines Kraftstoffversorgungssystems für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs
PCT/DE2001/001467 WO2001081746A1 (fr) 2000-04-27 2001-04-14 Procede d'utilisation d'un systeme d'alimentation de carburant destine a un moteur a combustion interne d'un vehicule en particulier

Publications (2)

Publication Number Publication Date
EP1278949A1 true EP1278949A1 (fr) 2003-01-29
EP1278949B1 EP1278949B1 (fr) 2006-06-21

Family

ID=7640094

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01935970A Expired - Lifetime EP1278949B1 (fr) 2000-04-27 2001-04-14 Procede d'utilisation d'un systeme d'alimentation de carburant destine a un moteur a combustion interne d'un vehicule en particulier

Country Status (5)

Country Link
EP (1) EP1278949B1 (fr)
JP (1) JP2003531998A (fr)
AU (1) AU2001262037A1 (fr)
DE (3) DE10020627A1 (fr)
WO (1) WO2001081746A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10357158B4 (de) * 2003-12-06 2013-02-07 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Korrigieren der Einspritzdauer eines Injektors für eine Brennkraftmaschine
JP4207010B2 (ja) 2005-03-15 2009-01-14 株式会社デンソー 燃料噴射装置
DE102006053950B4 (de) * 2006-11-15 2008-11-06 Continental Automotive Gmbh Verfahren zur Funktionsüberprüfung einer Druckerfassungseinheit eines Einspritzsystems einer Brennkraftmaschine
DE102008001444A1 (de) * 2008-04-29 2009-11-05 Robert Bosch Gmbh Verfahren zum Bestimmen eines Überdrucks in einem Kraftstoffspeicher eines Einspritzsystems einer Brennkraftmaschine
DE102008021581B3 (de) 2008-04-30 2009-11-26 Continental Automotive Gmbh Verfahren zur Bestimmung des Raildruckes in einem Common-Rail-System und Common-Rail-Einspritzsystem
JP4609524B2 (ja) 2008-05-09 2011-01-12 株式会社デンソー 燃圧制御装置、及び燃圧制御システム
DE102010013602B4 (de) * 2010-03-31 2015-09-17 Continental Automotive Gmbh Verfahren zur Erkennung eines Fehlverhaltens eines elektronisch geregelten Kraftstoffeinspritzsystems eines Verbrennungsmotors
DE102016220123B4 (de) * 2016-10-14 2018-05-09 Continental Automotive Gmbh Verfahren und Vorrichtung zur Plausibilierung der Funktionsfähigkeit eines Hochdrucksensors eines Kraftstoffeinspritzsystems eines Kraftfahrzeugs

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19513158A1 (de) * 1995-04-07 1996-10-10 Bosch Gmbh Robert Einrichtung zur Erkennung eines Lecks in einem Kraftstoffversorgungssystem
DE19548280A1 (de) * 1995-12-22 1997-06-26 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP3849175B2 (ja) * 1996-06-24 2006-11-22 日産自動車株式会社 筒内直噴式内燃機関の燃料圧力調整弁の故障診断装置
DE19757655C2 (de) * 1997-12-23 2002-09-26 Siemens Ag Verfahren und Vorrichtung zur Funktionsüberwachung eines Drucksensors
DE19937962A1 (de) * 1999-08-11 2001-02-15 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Einspritzsystems

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0181746A1 *

Also Published As

Publication number Publication date
DE10020627A1 (de) 2001-11-08
JP2003531998A (ja) 2003-10-28
EP1278949B1 (fr) 2006-06-21
DE10191563D2 (de) 2003-04-17
DE50110266D1 (de) 2006-08-03
WO2001081746A1 (fr) 2001-11-01
AU2001262037A1 (en) 2001-11-07

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