EP1278949B1 - 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 Download PDF

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Publication number
EP1278949B1
EP1278949B1 EP01935970A EP01935970A EP1278949B1 EP 1278949 B1 EP1278949 B1 EP 1278949B1 EP 01935970 A EP01935970 A EP 01935970A EP 01935970 A EP01935970 A EP 01935970A EP 1278949 B1 EP1278949 B1 EP 1278949B1
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EP
European Patent Office
Prior art keywords
pressure
control valve
internal combustion
combustion engine
supply system
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.)
Expired - Lifetime
Application number
EP01935970A
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German (de)
English (en)
Other versions
EP1278949A1 (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
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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

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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
    • F02D41/3863—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 of a motor vehicle in which fuel is pumped by a pump in a pressure accumulator, wherein the pressure in the pressure accumulator is measured, and wherein the pressure in the pressure accumulator by the control of a Pressure control valve is changeable.
  • a method for operating a fuel supply system for an internal combustion engine in particular of a motor vehicle in which fuel is pumped by a pump in a pressure accumulator, wherein the pressure in the pressure accumulator is measured, and wherein the pressure in the pressure accumulator by the control of a Pressure control valve is changeable.
  • a method is known from US 5,727,515.
  • the invention relates to a corresponding fuel supply system for an internal combustion engine and a control device for such a fuel supply system.
  • US-A-5 727 515 discloses a pressure control valve 40 which is associated with the accumulator 35 for control purposes, since it can adjust the pressure in the pressure accumulator 35; and this document discloses the detection of a failure of the pressure control valve (remaining in the closed or partially closed position, i.e. it is clogged) when the measured pressure deviates more than a threshold (delta1 / 2) from the (variable) expected pressure PI.
  • an internal combustion engine for example, a motor vehicle ever higher demands are made in terms of reducing fuel consumption and the exhaust gases generated at the same time desired increased performance.
  • modern internal combustion engines are provided with a fuel supply system, in which the supply of fuel in the combustion chamber of the internal combustion engine electronically, in particular with a computer-aided control device, controlled and / or regulated. It is possible to use 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 that the fuel is injected under pressure into the combustion chamber.
  • an accumulator is provided, in which the fuel is pumped by means of a pump and placed under a high pressure. From there, the fuel is then injected via injection valves into the combustion chambers of the internal combustion engine.
  • the pressure control valve Due, inter alia, to the high pressure, it is possible for components to damage the fuel supply system, e.g. due to aging change. Thus, it is possible that the pressure control valve, with which the pressure in the pressure accumulator can be controlled and / or regulated, gradually changes its functionality. It is also possible that the pressure control valve abruptly fails due to contamination. Such changes in the function of the pressure control valve can. Misfires or other faulty running of the internal combustion engine result.
  • the object of the invention is to provide a method for operating a fuel supply system for an internal combustion engine, with which an error of the pressure control valve is detected quickly and safely.
  • the diagnostic method of the pressure control valve according to the invention can be carried out quickly and safely without much effort.
  • the diagnostic method also has no negative influences on the running behavior of the internal combustion engine or on their pollutant emissions.
  • the expected pressure is determined as a function of operating variables of the internal combustion engine, in particular as a function of the rotational speed of the internal combustion engine. This ensures that the dependence of the pressure in the pressure accumulator, e.g. is taken into account by the speed of the internal combustion engine. The higher the speed of the internal combustion engine, the higher the delivery of fuel and thus the pressure in the pressure accumulator. Such a consideration of the operating variables of the internal combustion engine thus substantially improves the diagnostic method according to the invention.
  • a pressure difference is determined from the expected pressure and the measured pressure
  • a pressure gradient is determined from the pressure difference
  • the pressure difference and / or the pressure gradient are compared with a threshold value
  • the pressure control valve is detected as defective if the pressure difference and the pressure gradient exceeds the threshold.
  • the pressure control valve is opened in a linear manner or is closed, so that the pressure difference and / or the pressure gradient are approximately constant.
  • a fuel supply system 1 is shown, which is provided 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 a direct injection internal combustion engine comes.
  • Such common rail systems are known from gasoline, 1 as well as 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 accumulator 2 is connected via a pressure line 5 with a high-pressure pump 6.
  • the high-pressure pump 6 is connected via a pressure line 8 to the pressure control valve 4.
  • 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 adapted to suck fuel from a fuel tank 11.
  • the fuel supply system 1 has four injection valves 13, which are connected via pressure lines 14 to the pressure accumulator 2.
  • 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 further a plurality of other signal lines are connected as input lines.
  • a signal line 17 the fuel pump 10 and a signal line 18, the pressure control valve 4 is connected to the control unit 16.
  • the injection valves 13 are connected by means of signal lines 19 to the control unit 16.
  • the fuel is pumped by the fuel pump 10 from the fuel tank 11 to the high-pressure pump 6.
  • a pressure is generated in the accumulator 2, which is measured by the pressure sensor 3 and can be adjusted by a corresponding actuation of the pressure control valve 4 to a desired value.
  • the fuel is then injected into the combustion chamber of the internal combustion engine.
  • the pressure in the pressure accumulator 2 is essential for the dimensioning of the fuel quantity or fuel mass injected into the combustion chamber.
  • This pressure in the pressure accumulator 2 can be adjusted and adjusted by the control unit 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 driven by a pulse width modulated signal.
  • a duty cycle TV of 0% results in a completely closed pressure control valve 4, and at a duty cycle TV of 100%, the pressure control valve 4 is fully open.
  • the output of the control is monitored. If the value of the manipulated variable present at this controller output exceeds a predetermined threshold value, the fuel supply system 1 is identified as "possibly defective". This leads to starting a diagnostic procedure, which is described below.
  • the pressure control valve 4 is actuated with a pulse-width-modulated signal whose duty cycle TV has a first value. Thereafter, the duty ratio TV is changed from the first to a second value.
  • the limited by the first and the second value range is selected such that the internal combustion engine does not have deteriorated driving behavior or even misfires of the internal combustion engine occur.
  • the change in the duty cycle TV has a change in the pressure in the accumulator 2 result.
  • FIG. 2 An embodiment of the diagnostic method is shown in FIG.
  • the signals resulting from this process are shown in FIGS. 3a and 3b.
  • 3 a relates to an intact pressure control valve 4 and FIG. 3 b to a defective pressure control valve 4.
  • the method illustrated in FIG. 2 is carried out by the control unit 16,
  • the duty cycle TV is set, for example, to a first value TV1 of 35%. It is then measured in a block 21 of the currently measured by the pressure sensor 3 pressure prist in the pressure accumulator 2. This pressure prist is shown in Figures 3a and 3b.
  • a modeled pressure prbk is determined 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 FIGS. 3a and 3b.
  • control unit 16 checks 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 duty cycle TV is then increased by one increment, for example by 1%. Thereafter, the controller 16 checks in a block 27 whether the duty ratio TV has reached a second value TV2 of, for example, 45%. If this is not the case, the diagnostic procedure is continued with the block 21 and the re-measurement of the pressure prist. If the second value TV2 of the duty cycle TV is reached, the diagnostic procedure 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 of Pressure difference dpr less than the threshold S1. This has the consequence that the diagnostic method of Figure 2, the blocks 21 to 27 passes through successively.
  • control unit 16 checks whether the magnitude of the pressure gradient grddpr exceeds a threshold value S2. If this is the case, then closed by the controller 16 to an error of the pressure control valve 4 and the diagnostic method of Figure 2 is completed.
  • 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 to a significant burglary which is identified by the reference numeral 40.
  • This break-in may result, for example, from jamming of the pressure control valve 4 due to contamination.
  • the break-in 40 has the consequence that also the pressure difference dpr has a relatively large deflection, which is identified by the reference numeral 41.
  • the amount of the pressure difference dpr is greater than the threshold value S1 in the region of the deflection 41.
  • the block 28 of the method of Figure 2 is achieved.
  • the magnitude of the pressure gradient in the region of the deflection 42 is also greater than the threshold value S2. This is recognized by the block 29 of Figure 2, that the pressure control valve 4 is defective.
  • the control unit 16 checks whether the observation time Z has reached a maximum value ZM.
  • the method of FIG. 2 is continued with the block 26 and thus ultimately with the repetitions of the blocks 21 to 27.
  • This case may occur when not with an intact pressure control valve 4 comprehensible reasons the amount of pressure difference dpr has exceeded the threshold S1 and thus at least the appearance of a defective pressure control valve 4 has been generated.
  • block 29 is then checked whether an error of the pressure control valve 4 actually exists. If this is not the case until the expiration of the maximum value ZM of the observation period Z, the return to the above-described test of the pressure control valve 4 with the aid of the block 25 is again returned.
  • the controller 16 determines that the maximum value ZM has not yet been reached, then in a block 32 the duty cycle is increased, e.g. incremented by 1%. Thereafter, it is checked in a block 33 whether the second value TV2 of the duty ratio TV has been reached. If this is the case, then the method of Figure 2 is completed.
  • the blocks 32 and 33 correspond to the extent blocks 26 and 27th
  • the current pressure prist in the pressure accumulator 2 is successively measured in block 34 with the aid of the pressure sensor 3, the modeled pressure prbk is determined as a function of the current operating variables of the internal combustion engine, and Pressure difference dpr and the pressure gradient grddpr calculated.
  • the block 34 represents a summary of the blocks 21, 22, 23, 24 in this respect.

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  • 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.

Claims (6)

  1. Procédé de gestion d'un système d'alimentation en carburant (1) pour un moteur à combustion interne, en particulier d'un véhicule automobile, selon lequel une pompe (6, 10) alimente en carburant un accumulateur de pression (2), on mesure la pression (prist) dans l'accumulateur de pression (2), et on modifie la pression (prist) dans l'accumulateur de pression (2) par la commande d'une soupape de commande de pression (4),
    caractérisé en ce que
    on commande la soupape de commande de pression (2) pour établir dans l'accumulateur de pression (2),
    une pression prévue (prbk) déterminée en fonction de grandeurs de fonctionnement du moteur à combustion interne, en particulier en fonction de la vitesse de rotation du moteur à combustion interne,
    on détermine une différence de pression (dpr) entre la pression prévue (prbk) et la pression mesurée (prist),
    on compare la différence de pression (dpr) avec une première valeur seuil (S1),
    on juge la soupape de commande de pression (4) défectueuse si la différence de pression (dpr) dépasse la première valeur seuil (S1),
    on détermine un gradient de pression (grddpr) à partir de la différence de pression (dpr),
    on compare le gradient de pression (grddpr) avec une deuxième valeur seuil (S2), et
    on juge la soupape de commande de pression (4) défectueuse si le gradient de pression (grddpr) dépasse la deuxième valeur seuil (S2).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la soupape de commande de pression (4) s'ouvre ou se fermer d'une manière linéaire, et la différence de pression (dpr) et/ou le gradient de pression (grddpr) sont sensiblement constants.
  3. Programme informatique,
    caractérisé en ce qu'
    il est programmé pour appliquer un procédé selon l'une quelconque des revendications précédentes.
  4. Mémoire électronique pour un appareil de commande (16),
    caractérisée en ce qu'
    elle contient un programme informatique appliquant un procédé selon l'une quelconque des revendications 1 ou 2.
  5. Appareil de commande (16) pour un système d'alimentation en carburant (1),
    caractérisé en ce qu'
    il est prévu pour appliquer un procédé selon l'une quelconque des revendications 1 ou 2.
  6. Système d'alimentation en carburant (1), en particulier pour un véhicule automobile, comprenant un appareil de commande (16) prévu pour appliquer un procédé selon l'une quelconque des revendications 1 ou 2.
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 EP1278949A1 (fr) 2003-01-29
EP1278949B1 true EP1278949B1 (fr) 2006-06-21

Family

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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

Also Published As

Publication number Publication date
WO2001081746A1 (fr) 2001-11-01
AU2001262037A1 (en) 2001-11-07
DE50110266D1 (de) 2006-08-03
EP1278949A1 (fr) 2003-01-29
DE10020627A1 (de) 2001-11-08
DE10191563D2 (de) 2003-04-17
JP2003531998A (ja) 2003-10-28

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