EP1279822B1 - 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
EP1279822B1
EP1279822B1 EP20020014152 EP02014152A EP1279822B1 EP 1279822 B1 EP1279822 B1 EP 1279822B1 EP 20020014152 EP20020014152 EP 20020014152 EP 02014152 A EP02014152 A EP 02014152A EP 1279822 B1 EP1279822 B1 EP 1279822B1
Authority
EP
European Patent Office
Prior art keywords
pressure
pressure pump
metering unit
internal combustion
combustion engine
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
EP20020014152
Other languages
German (de)
English (en)
Other versions
EP1279822A3 (fr
EP1279822A2 (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 of 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 supplied from the metering unit to the high-pressure pump Fuel is limited according to the maximum capacity 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 of a motor vehicle, with which it can be determined whether an error of the low-pressure region or of the high-pressure region exists in the case described above.
  • This object is achieved in a method of the type mentioned in the present invention that at a reduction of the pressure in the pressure accumulator, the limitation of the supplied from the metering unit fuel is exceeded, and that in a subsequent increase in the pressure in the pressure accumulator on an error in the field is closed before the high pressure pump.
  • the object is achieved according to the invention.
  • the metering unit is opened beyond its limit existing per se. This ultimately represents a virtual shift in the maximum delivery rate of the high-pressure pump. If there is an error in the low-pressure range, the above measure has the consequence that more fuel can be supplied from the metering unit to the high-pressure pump again, so that the high-pressure pump again receives fuel accordingly can promote their maximum capacity in the accumulator. The pressure in the pressure accumulator rises again, from which then an error in the low pressure range can be concluded.
  • the inventive method requires no additional components or the like and can be carried out in a simple and fast manner.
  • the computer program comprises 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 realized by the computer program, so that this computer program in the same way represents the invention as the method to whose execution the computer program is suitable.
  • a fuel supply system 10 of an internal combustion engine is shown.
  • the fuel supply system 10 is also commonly 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 sucked in from a fuel tank 11 via a first filter 12 from a prefeed pump 13.
  • the prefeed pump 13 may be, for example, an electric fuel pump.
  • the fuel sucked in by the prefeed pump 13 is conveyed via a second filter 13 to a metering unit 15.
  • the metering unit 15 may, for example, be a solenoid-controlled proportional valve.
  • the metering unit 15 is followed by a high-pressure pump 16.
  • a high pressure pump 16 usually mechanical pumps are used, which are driven by the internal combustion engine.
  • the high pressure pump 16 is connected to a pressure accumulator 17, which is often referred to as a rail.
  • This accumulator 17 is connected via fuel lines with injectors 21 in contact. About the injectors 21, the fuel is injected into the combustion chambers of the internal combustion engine.
  • the pressure regulating valve 18 may be, for example, an electrically controllable solenoid valve.
  • a pressure sensor 19 may be provided, which is coupled to the pressure accumulator 17.
  • a controller 20 is provided, which is acted upon by a plurality of input signals. These input signals may be the rotational speed N of the internal combustion engine or the engine temperature T of the internal combustion engine. It may also be the pressure within the fuel accumulator 17, which is measured by the pressure sensor 19.
  • the controller 20 In response to the input signals, the controller 20 generates a plurality of output signals. This may be, for example, a signal for controlling the prefeed pump 13 or a signal for controlling the metering unit 15 or a signal for controlling the pressure regulating valve 18.
  • the fuel supply system 10 which in the Fig. 1 is shown works as follows:
  • the fuel which is located in the fuel tank 11, is sucked by the prefeed pump 13 and conveyed to the metering unit 15.
  • the pressure in this region of the fuel supply system 10 is also referred to as prefeed pressure and is usually in a range of about 1 bar to about 3 bar. This area is therefore also referred to as low pressure area. The aforementioned area can thereby with the help of another, in the Fig. 1 Valve not shown monitored or controlled and / or regulated.
  • the supplied from the metering unit 15 of the high-pressure pump 16 amount of fuel is referred to as a flow rate.
  • the fuel to be injected is then conveyed into the fuel reservoir 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 in the pressure accumulator 17 for injection is about 1600 bar.
  • the amount of fuel supplied to the combustion chambers by the injection valves 21 is referred to as an injection quantity.
  • the pressure regulating valve 18 is used to limit the pressure. This means that the pressure regulating valve 18 is actuated such that it opens at a predetermined pressure in the pressure accumulator 17. In this way, a pressure increase of the pressure in the pressure accumulator 17 is prevented above the predetermined value.
  • the metering of the fuel to be injected via the metering unit 15 is only possible to a limited extent. Instead, the metering unit 15 is actuated in such a way that a so-called full delivery takes place. This means that the high-pressure pump 16 conveys the respective maximum amount of fuel into the fuel accumulator 17.
  • the amount of fuel to be injected is influenced by the pressure in the Pressure accumulator 17 is controlled and / or regulated.
  • the pressure regulating valve 18 and the pressure sensor 19 are used.
  • FIG. 2a a characteristic curve of the metering unit 15 is shown, in which the delivery amount F delivered by the metering unit 15 is plotted against the drive current I for the metering unit 15.
  • the metering unit 15 is fully opened in its de-energized state.
  • the high pressure pump 16 has a maximum speed at a given speed. This maximum delivery rate results from the geometric delivery volume of the high pressure pump 16 and their respective speed. The maximum delivery rate of the high pressure pump 16 is only achieved if a certain prefeed pressure is present in front of the metering unit 15.
  • the characteristic of the metering unit 15 is limited to the maximum delivery rate of the high-pressure pump 16 described above. This means that the metering unit 15 can not be opened further than the maximum delivery rate of the high-pressure pump 16. This, the specific prefeed pressure corresponding characteristic of the metering unit 15 is in the FIG. 2a designated by the reference numeral 25.
  • FIG. 2b is a characteristic of the high-pressure pump 16 is shown, wherein the maximum flow rate L of the high-pressure pump 16 is applied at fully open metering unit 15 on the rotational speed N '. It should be noted here only the completeness that the speed N of the internal combustion engine and the speed N 'of the high pressure pump 16 need not be the same, but may be a multiple of each other.
  • FIG. 2b is the maximum capacity of the high-pressure pump 16 for a certain speed and at existing, certain feed pressure indicated by the reference numeral 26.
  • the metering unit 15 is opened beyond the maximum delivery rate of the high-pressure pump 16 associated with this speed.
  • the limitation of the opening of the metering unit 15 is thus exceeded.
  • the metering unit 15 can supply a larger delivery rate of the high-pressure pump 16 than the high-pressure pump 16 can ever convey into the pressure accumulator 17 on account of its geometrical delivery volume.
  • the characteristic 26 of the FIG. 2b for the maximum delivery of the high-pressure pump 16 is thus virtually moved virtually to larger values. This is in the FIG. 2b represented by the characteristic 29 and the arrow 30.
  • the reduction of the pressure in the high pressure accumulator 17 is based on an error in the high pressure region.
  • the further opening of the metering unit 15 also has the consequence that a larger delivery quantity can pass from the metering unit 15 to the high-pressure pump 16.
  • this pressure remains at its erroneous, reduced value. From the thus further reduced pressure in the Druckspeciehr 17 can then close the controller 20 to a fault in the high pressure range.

Landscapes

  • 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)

Claims (8)

  1. Procédé de gestion d'un moteur à combustion interne selon lequel du carburant est fourni par une unité de dosage (15) à une pompe haute pression (16), le carburant de la pompe à haute pression (16) alimente un accumulateur de pression (17) et le carburant fourni par l'unité de dosage (15) à la pompe haute pression (16) est limité en fonction du débit maximum de la pompe haute pression (16),
    caractérisé en ce qu'
    en cas de réduction de la pression dans l'accumulateur de pression (17), on dépasse la limitation du carburant fourni par l'unité de dosage (15) et
    en cas de montée consécutive de la pression dans l'accumulateur de pression (17), on conclut à un défaut dans la région de la pompe haute pression (16).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    s'il n'y a pas de montée de la pression dans l'accumulateur de pression (17) on conclut à un défaut dans la région de la pompe haute pression (16) ou dans la région en aval de la pompe haute pression (16).
  3. Procédé selon l'une des revendications 1 ou 2,
    caractérisé en ce que
    le dépassement de la limitation du carburant fourni par l'unité de dosage (15) se fait à une vitesse de rotation prédéfinie, sensiblement constante.
  4. Procédé selon l'une des revendications 1 à 3,
    caractérisé en ce que
    la puissance maximale de refoulement de la pompe haute pression (16) est atteinte en amont de l'unité de dosage (15) en fixant une certaine pression amont de refoulement.
  5. Programme d'ordinateur pour un appareil de commande (20) d'un moteur à combustion interne comportant un code programme permettant d'exécuter le procédé selon l'une des revendications 1 à 4 lorsqu'il est appliqué à un ordinateur.
  6. Programme d'ordinateur selon la revendication 5 dont le code programme est mémorisé sur un support de données lisible par un ordinateur.
  7. Appareil de commande (20) d'un moteur à combustion interne,
    caractérisé en ce qu'
    il est connu pour exécuter le procédé selon l'une des revendications 1 à 4.
  8. Moteur à combustion interne équipé d'un appareil de commande (20) selon la revendication 7.
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
DE10136179 2001-07-25
DE2001136179 DE10136179A1 (de) 2001-07-25 2001-07-25 Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Publications (3)

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

Family

ID=7693010

Family Applications (1)

Application Number Title Priority Date Filing Date
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)

Families Citing this family (7)

* 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
DE10354656B4 (de) * 2003-11-22 2018-02-08 Robert Bosch Gmbh Verfahren zum Überwachen eines Einspritzsystems 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
DE102014226565A1 (de) * 2014-12-19 2016-06-23 Robert Bosch Gmbh Verfahren zur Prüfung einer Kraftstofffördereinrichtung, sowie ein Steuergerät und ein Werkstatt-Tester

Family Cites Families (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

Also Published As

Publication number Publication date
JP4184729B2 (ja) 2008-11-19
EP1279822A3 (fr) 2006-03-08
DE10136179A1 (de) 2003-02-13
JP2003097379A (ja) 2003-04-03
EP1279822A2 (fr) 2003-01-29
DE50211811D1 (de) 2008-04-17

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