EP1279822A2 - Procédé pour faire fonctionner un moteur à combustion interne, en particulier un moteur d'automobile - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne, en particulier un moteur d'automobile Download PDF

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Publication number
EP1279822A2
EP1279822A2 EP02014152A EP02014152A EP1279822A2 EP 1279822 A2 EP1279822 A2 EP 1279822A2 EP 02014152 A EP02014152 A EP 02014152A EP 02014152 A EP02014152 A EP 02014152A EP 1279822 A2 EP1279822 A2 EP 1279822A2
Authority
EP
European Patent Office
Prior art keywords
pressure
pressure pump
fuel
metering unit
internal combustion
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
EP02014152A
Other languages
German (de)
English (en)
Other versions
EP1279822A3 (fr
EP1279822B1 (fr
Inventor
Andreas Pfaeffle
Ramona Remy
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 EP1279822A2 publication Critical patent/EP1279822A2/fr
Publication of EP1279822A3 publication Critical patent/EP1279822A3/fr
Application granted granted Critical
Publication of EP1279822B1 publication Critical patent/EP1279822B1/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
    • 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
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • 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
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped

Definitions

  • the invention is based on a method for operating an internal combustion engine, in particular a motor vehicle, in which fuel is supplied from a metering unit to a high-pressure pump, in which fuel is conveyed from the high-pressure pump into a pressure accumulator, and in which the metered unit is fed to the high-pressure pump Fuel is limited according to the maximum delivery rate of the high pressure pump. Furthermore, the invention relates to an internal combustion engine and a control device for an internal combustion engine of the corresponding type.
  • the object of the invention is to provide a method for operating an internal combustion engine, in particular a motor vehicle, with which it can be determined whether there is an error in the low-pressure region or in the high-pressure region in the case described above.
  • This object is achieved according to the invention in a method of the type mentioned at the outset in that when the pressure in the pressure accumulator is reduced, the limit of the fuel supplied by the metering unit is exceeded, and in the event of a subsequent increase in pressure in the pressure accumulator to an error in the range before the high pressure pump is closed.
  • the object is achieved accordingly.
  • the metering unit is thus opened beyond its existing limit. Ultimately, this represents a virtual shift in the maximum delivery capacity of the high-pressure pump. If there is now an error in the low-pressure range, the above measure means that more fuel can be supplied from the metering unit to the high-pressure pump, so that the high-pressure pump again corresponds to fuel can promote their maximum delivery capacity in the pressure accumulator. The pressure in the pressure accumulator rises again, from which an error in the low pressure range can then be concluded.
  • the method according to the invention thus makes it possible to decide that there is an error in the low pressure area.
  • the method according to the invention does not require any additional components or the like and can be carried out in a simple and quick manner.
  • the computer program has program code which is suitable for carrying out the method according to the invention when it is executed on a computer.
  • the program code can be stored on a computer-readable data carrier, for example on a so-called flash memory.
  • the invention is therefore implemented by the computer program, so that this computer program represents the invention in the same way as the method for the execution of which the computer program is suitable.
  • FIG. 1 shows a schematic block diagram of an embodiment of an inventive Internal combustion engine for a motor vehicle
  • FIGS. 2a and 2b show schematic diagrams of operating variables of the internal combustion engine of FIG. 1.
  • the fuel supply system 10 is usually also referred to as a common rail system and is suitable for the direct injection of fuel into the combustion chambers of the internal combustion engine under high pressure.
  • the fuel is drawn in from a fuel tank 11 via a first filter 12 by a prefeed pump 13.
  • the pre-feed pump 13 can be an electric fuel pump, for example.
  • the fuel drawn in by the pre-feed pump 13 is conveyed to a metering unit 15 via a second filter 13.
  • the metering unit 15 can be, for example, a solenoid-controlled proportional valve.
  • a metering unit 15 is followed by a high pressure pump 16.
  • Mechanical pumps which are driven by the internal combustion engine are usually used as high-pressure pump 16.
  • the high-pressure pump 16 is connected to a pressure accumulator 17, which is often also referred to as a rail.
  • This pressure accumulator 17 is in contact with injection valves 21 via fuel lines. The fuel is injected into the combustion chambers of the internal combustion engine via the injection valves 21.
  • a pressure control valve 18 is provided with the pressure accumulator 17 connected, which is coupled on the output side to the fuel tank 11.
  • the pressure control valve 18 can be an electrically controllable solenoid valve, for example.
  • a pressure sensor 19 can be provided, which is coupled to the pressure accumulator 17.
  • a control device 20 is provided which is acted upon by a plurality of input signals. These input signals can be the speed N of the internal combustion engine or the engine temperature T of the internal combustion engine. It can also be the pressure within the fuel accumulator 17, which is measured by the pressure sensor 19.
  • control unit 20 Depending on the input signals, control unit 20 generates a plurality of output signals. This can be, for example, a signal for actuating the prefeed pump 13 or a signal for actuating the metering unit 15 or a signal for actuating the pressure control valve 18.
  • the fuel supply system 10 shown in FIG. 1 operates as follows:
  • the fuel that is in the fuel tank 11 is drawn in by the pre-feed pump 13 and delivered to the metering unit 15.
  • the pressure in this area of the fuel supply system 10 is also referred to as the pre-delivery pressure and is usually in a range from approximately 1 bar to approximately 3 bar. This area is therefore also referred to as the low pressure area.
  • the aforementioned area can be monitored or controlled and / or regulated with the aid of a further valve, not shown in FIG. 1.
  • the metering unit 15 passes on to the high-pressure pump 16 the amount of fuel that is to be injected into the combustion chambers of the internal combustion engine via the injection valves 21 due to the current operating state of the internal combustion engine.
  • the amount of fuel supplied by metering unit 15 to high-pressure pump 16 is referred to as the delivery rate.
  • the fuel to be injected is then conveyed from the high-pressure pump 16 into the fuel accumulator 17 in order to be injected from there via the injection valves 21 into the respective combustion chambers of the internal combustion engine.
  • the pressure available for injection in the pressure accumulator 17 is approximately 1600 bar.
  • the quantity of fuel supplied to the combustion chambers by the injection valves 21 is referred to as the injection quantity.
  • the pressure control valve 18 is used to limit the pressure. This means that the pressure control valve 18 is actuated in such a way that it opens at a predetermined pressure in the pressure accumulator 17. In this way, the pressure in the pressure accumulator 17 is prevented from rising above the predetermined value.
  • the metering of the fuel to be injected via metering unit 15 is only possible to a limited extent. Instead, the metering unit 15 is then controlled in such a way that a so-called full delivery takes place. This means that the high-pressure pump 16 delivers the maximum amount of fuel into the fuel accumulator 17.
  • the amount of fuel to be injected is influenced by the fact that the pressure in the Pressure accumulator 17 is controlled and / or regulated.
  • the pressure control valve 18 and the pressure sensor 19 are used.
  • FIG. 2a shows a characteristic curve of the metering unit 15, in which the delivery quantity F delivered by the metering unit 15 is plotted against the control current I for the metering unit 15.
  • the metering unit 15 is completely open in its de-energized state.
  • the high-pressure pump 16 has a maximum delivery rate at a predetermined speed. This maximum delivery rate results from the geometric delivery volume of the high pressure pump 16 and its respective speed. The maximum delivery rate of the high-pressure pump 16 is only achieved if there is a certain pre-delivery pressure upstream of the metering unit 15.
  • the characteristic curve of metering unit 15 is limited to the maximum delivery capacity of high-pressure pump 16 described above. This means that the metering unit 15 cannot be opened any further than the maximum delivery rate of the high-pressure pump 16.
  • This characteristic curve of the metering unit 15, which corresponds to the specific pre-delivery pressure, is identified in FIG. 2a with the reference symbol 25.
  • a characteristic curve of the high-pressure pump 16 is shown in FIG. 2b, the maximum delivery capacity L of the high-pressure pump 16 being plotted against its speed N 'when the metering unit 15 is fully open. It should be noted here only for completeness that the speed N of the internal combustion engine and the speed N 'of the high-pressure pump 16 do not have to be the same, but can also be a multiple of one another.
  • a prerequisite for the maximum delivery capacity of the high-pressure pump 16 is the presence of a specific pre-delivery pressure upstream of the metering unit 15.
  • the maximum delivery rate of the high-pressure pump 16 for a specific speed and with a given, pre-delivery pressure is given the reference symbol 26 marked.
  • pre-delivery pressure is not available due to an error. This can occur, for example, if one of the filters 12 or 14 is dirty or clogged.
  • the pre-delivery pressure in front of the metering unit 15 is therefore lower than it should be.
  • this error has the consequence that, owing to the reduced pre-delivery pressure, the high-pressure pump 16 is no longer completely filled and thus by the high-pressure pump 16 the amount of fuel corresponding to their maximum delivery capacity is no longer delivered. In the end, the high-pressure pump 16 is no longer supplied with sufficient fuel in order to achieve the maximum delivery rate.
  • the metering unit 15 At a predetermined, approximately constant speed of the high-pressure pump 16, the metering unit 15 is opened beyond the maximum delivery capacity of the high-pressure pump 16 associated with this speed. The limit of the opening of the metering unit 15 is therefore exceeded. This means that the metering unit 15 can supply a larger delivery volume to the high-pressure pump 16 than the high-pressure pump 16 can deliver to the pressure accumulator 17 due to its geometric delivery volume.
  • the characteristic curve 26 of FIG. 2b for the maximum delivery capacity of the high-pressure pump 16 is thus virtually shifted to larger values. This is shown in FIG. 2b by the characteristic curve 29 and the arrow 30.
  • control unit 20 can recognize this pressure increase via the pressure sensor 19. From the increase in pressure, control unit 20 can conclude that there is a fault in the low-pressure range.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP20020014152 2001-07-25 2002-06-25 Procédé pour faire fonctionner un moteur à combustion interne, en particulier un moteur d'automobile Expired - Lifetime EP1279822B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001136179 DE10136179A1 (de) 2001-07-25 2001-07-25 Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE10136179 2001-07-25

Publications (3)

Publication Number Publication Date
EP1279822A2 true EP1279822A2 (fr) 2003-01-29
EP1279822A3 EP1279822A3 (fr) 2006-03-08
EP1279822B1 EP1279822B1 (fr) 2008-03-05

Family

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Family Applications (1)

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EP20020014152 Expired - Lifetime EP1279822B1 (fr) 2001-07-25 2002-06-25 Procédé pour faire fonctionner un moteur à combustion interne, en particulier un moteur d'automobile

Country Status (3)

Country Link
EP (1) EP1279822B1 (fr)
JP (1) JP4184729B2 (fr)
DE (2) DE10136179A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2862714A1 (fr) * 2003-11-22 2005-05-27 Bosch Gmbh Robert Procede et dispositifs de surveillance d'un systeme d'injection d'un moteur a combustion interne
WO2016096229A1 (fr) * 2014-12-19 2016-06-23 Robert Bosch Gmbh Procédé et dispositif de diagnostic d'un système de refoulement de carburant

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10131783B4 (de) * 2001-07-03 2006-03-16 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine
JP4453623B2 (ja) * 2005-07-19 2010-04-21 株式会社デンソー 燃料噴射装置および燃料噴射装置の異常検出方法
US7398763B2 (en) * 2005-11-09 2008-07-15 Caterpillar Inc. Multi-source fuel system for variable pressure injection
DE102008024545A1 (de) * 2008-05-21 2009-11-26 Continental Automotive Gmbh Verfahren und Vorrichtung zur Diagnose eines Fehlers, insbesondere in einem Niederdruckbereich eines Kraftstoff-Einspritzsystems eines Verbrennungsmotors
JP5935814B2 (ja) * 2014-01-14 2016-06-15 株式会社デンソー 燃料フィルタ異常検出装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05195894A (ja) * 1992-01-24 1993-08-03 Nissan Motor Co Ltd エンジンの燃料供給系不良検出装置
DE19614884A1 (de) * 1996-04-16 1997-10-23 Bosch Gmbh Robert Anordnung und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19937962A1 (de) * 1999-08-11 2001-02-15 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Einspritzsystems

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05195894A (ja) * 1992-01-24 1993-08-03 Nissan Motor Co Ltd エンジンの燃料供給系不良検出装置
DE19614884A1 (de) * 1996-04-16 1997-10-23 Bosch Gmbh Robert Anordnung und Vorrichtung zur Steuerung einer Brennkraftmaschine
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
PATENT ABSTRACTS OF JAPAN Bd. 017, Nr. 633 (M-1513), 24. November 1993 (1993-11-24) & JP 05 195894 A (NISSAN MOTOR CO LTD), 3. August 1993 (1993-08-03) *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2862714A1 (fr) * 2003-11-22 2005-05-27 Bosch Gmbh Robert Procede et dispositifs de surveillance d'un systeme d'injection d'un moteur a combustion interne
WO2016096229A1 (fr) * 2014-12-19 2016-06-23 Robert Bosch Gmbh Procédé et dispositif de diagnostic d'un système de refoulement de carburant
US10400731B2 (en) 2014-12-19 2019-09-03 Robert Bosch Gmbh Method and device for diagnosing a fuel delivery system

Also Published As

Publication number Publication date
DE50211811D1 (de) 2008-04-17
EP1279822A3 (fr) 2006-03-08
JP2003097379A (ja) 2003-04-03
JP4184729B2 (ja) 2008-11-19
DE10136179A1 (de) 2003-02-13
EP1279822B1 (fr) 2008-03-05

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