EP1325222A1 - Verfahren zur diagnose eines ventils in einem kraftstoffversorgungssystem einer brennkraftmaschine - Google Patents
Verfahren zur diagnose eines ventils in einem kraftstoffversorgungssystem einer brennkraftmaschineInfo
- Publication number
- EP1325222A1 EP1325222A1 EP01967019A EP01967019A EP1325222A1 EP 1325222 A1 EP1325222 A1 EP 1325222A1 EP 01967019 A EP01967019 A EP 01967019A EP 01967019 A EP01967019 A EP 01967019A EP 1325222 A1 EP1325222 A1 EP 1325222A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- fuel
- valve
- asv
- 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
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
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
- F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
-
- 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
- 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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
-
- 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
Definitions
- the invention relates to a method for diagnosing a valve in a fuel supply system of an internal combustion engine, fuel being supplied from a fuel reservoir to a first fuel line in a first pressure range with a first pump.
- the fuel is conveyed from the first pressure range into a pressure accumulator in the second pressure range by means of a second pump, the fuel pressure m in the pressure accumulator being determined by means of a pressure sensor.
- the pressure in the second pressure range is regulated and / or controlled with a pressure control and / or pressure control means, the fuel flowing out of the second pressure range via the pressure control and / or pressure control means m into a second fuel line.
- the valve serves to increase the pressure in the first pressure range.
- the invention also relates to a corresponding diagnostic system for diagnosing a valve in a fuel supply system of an internal combustion engine, a corresponding control device for an internal combustion engine, a corresponding computer program with program code means and a corresponding computer program product with program code means.
- a generic fuel supply system for a direct injection high pressure internal combustion engine with a first and a second fuel pump is known.
- a valve device is provided in order to generate an increased feed pressure for the second fuel pump. This increase in feed pressure is generally controlled temporarily during a starting phase of the internal combustion engine in order to compress possible vapor bubbles in the fuel system or to spool the fuel system before the internal combustion engine is actually started.
- the invention has for its object to improve a method for diagnosing a valve in a fuel supply system of an internal combustion engine and a corresponding diagnostic system of the type mentioned. This task is solved by the combination of features of the independent claims. Advantageous further developments result from the subclaims.
- the methods according to the invention have the great advantage over the prior art that reliable diagnosis of the valve is possible without integrating additional hardware sensors into the internal combustion engine.
- fault states valves that are stuck in the open, closed or any state
- Realizations in the form of a computer program with program code means and in the form of a computer program product with program code means are also of particular importance.
- the computer program according to the invention has program code means to carry out all steps of the method according to the invention when the program is executed on a computer, in particular a control device for an internal combustion engine of a motor vehicle.
- the invention is thus implemented by a program stored in the control device, so that this control device provided with the program represents the invention in the same way as the method, for the execution of which the program is suitable.
- the computer program product according to the invention has program code means which are stored on a computer-readable data carrier in order to carry out the method according to the invention when the program product is executed on a computer, in particular a control device for an internal combustion engine of a motor vehicle.
- the invention is thus implemented by a data carrier, so that the method according to the invention can be carried out when the program product or the data carrier is integrated into a control device for an internal combustion engine, in particular a motor vehicle.
- an electrical storage medium can be used, for example a read-only memory (ROM), an EPROM or an electrical permanent memory such as a CD-ROM or DVD.
- FIGS. 1 a and 1 b show generic fuel supply systems of an internal combustion engine
- FIGS. 2a, 2b and 2c show measured values when executing a method according to the invention.
- Figure 3 shows an exemplary embodiment of a method according to the invention.
- Figure la shows a generic fuel supply system.
- the fuel is fed from the tank 3 into a first fuel line 1 using an electric fuel pump EKP.
- the EKP electric fuel pump is usually a Pressure relief valve DBV integrated.
- the fuel requested by the electric fuel pump EKP in the first pressure area 1 is requested by means of a high-pressure pump HDP from the first pressure area 1 m to a fuel rail pressure accumulator.
- a pressure sensor DS is arranged in the pressure accumulator Fuel Rail, which detects pressure values from the second pressure range or the pressure accumulator Fuel Rail and forwards these pressure data to an engine control unit (not shown in FIG. 1 a).
- a pressure control and / or pressure control means DSV by means of which the pressure in the second pressure region or in the pressure accumulator Fuel Rail can be regulated and / or controlled, is located in the second pressure region or directly on the pressure accumulator Fuel Rail.
- the pressure control and / or pressure control means is designed as a pressure control valve DSV, which is controlled by the engine control unit.
- the fuel that flows from the fuel rail pressure accumulator via the pressure control and / or pressure control means DSV or the pressure control valve DSV arrives in a second fuel line 2 or back in the first pressure range.
- a pressure regulator DR is arranged before the fuel returns to the tank 3.
- a shut-off valve ASV is arranged between the first fuel line 1 and the second fuel line 2 and connects the fuel lines 1 and 2 in the open state, while the ASV interrupts the connection in a closed state.
- the pressure relief valve which is integrated in the EKP electric fuel pump, is dimensioned so that the Pressure relief valve DBV has a higher pressure response value than the pressure regulator DR integrated in fuel line 2, the function of the shut-off valve ASV is as follows:
- the pressure regulator DR is the means that determines the pressure in the first pressure range. This pressure in the first pressure range simultaneously represents the admission pressure for the high-pressure pump HDP, which transports the fuel from the first pressure range to the second pressure range.
- the main means responsible for setting the pressure in the first pressure range is the DBV pressure relief valve, which is integrated in the EKP electric fuel pump.
- the shut-off valve When the engine is at operating temperature, which is further regarded as the normal state of the internal combustion engine, the shut-off valve is opened and the pressure in the first pressure range is determined by the pressure regulator DR in fuel line 2.
- the pressure relief valve DBV which in the
- Electric fuel pump EKP is integrated, has no function in this case.
- exceptional situations such as a cold start or a hot start
- a temporary increase in pressure in the first pressure range or an increase in the pressure of the high pressure pump HDP is required.
- the shut-off valve ASV is closed and the pressure relief valve DBV in the EKP electric fuel pump responds.
- this increased admission pressure prevents or reduces the formation of vapor bubbles in the hot fuel system, especially in the high-pressure pump HDP. Due to the higher pressure, the fuel system can be "spooled" faster and existing vapor bubbles can be compressed better.
- shut-off valve ASV is stuck in the open state. In this state, it is no longer possible to increase the pressure in the first pressure range, which leads to the formation of steam bubbles during hot start and hot idling in
- the shut-off valve ASV is stuck in the closed state.
- the result of this condition was that the fuel supply system was constantly operated at high admission pressure.
- this leads to increased wear of the EKP electric fuel pump, which in turn significantly reduces the service life of the EKP electric fuel pump.
- the EKP electric fuel pump can no longer demand the full load quantity under permanently increased pressure, which can result in the admission pressure falling.
- the constant operation with high pre-pressure leads to increased noise and one increased wear on the seals on the high-pressure pump HDP.
- Fuel supply system like figure l.a.
- the same items are identified by the same reference numerals as in FIG. 1a.
- the pressure regulator DR and the shut-off valve ASV are arranged differently in FIG.
- the pressure regulator DR is integrated into the connection between the first fuel line 1 and the second fuel line 4.
- the function is analogous to Figure l.a as follows:
- the pressure regulator DR is the means that determines the pressure in the first pressure range.
- the main means responsible for setting the pressure in the first pressure range is the DBV pressure relief valve, which is integrated in the EKP electric fuel pump.
- the order in which the pressure regulator DR and the shut-off valve ASV are arranged is not essential to the invention.
- FIG. 1b Another alternative is shown in FIG. 1b by the fuel line 5 shown in dashed lines.
- the pressure regulator DR and the shut-off valve ASV are in the connecting line between the first fuel line 1 and the tank 3 used. The function is as follows:
- the pressure regulator DR is the means that determines the pressure in the first pressure range.
- FIGS. 2a, 2b and 2c show measured values when evaluating or carrying out the method according to the invention for diagnosing a shut-off valve ASV in a fuel supply system of an internal combustion engine.
- FIG. 2a shows the time course of the duty cycle tadsv of the pressure control valve DSV in accordance with FIG. 1.
- the duty cycle can assume values between 0 and 1, where 1 means that the duty cycle of the pressure control valve DSV is 100% or that the pressure control valve DSV is operated completely in the open state becomes what is the case in the illustration according to FIG. 2a over the entire course of time.
- FIG. 2b shows the time course of the fuel pressure in the fuel rail pressure accumulator.
- the fuel pressure prist is detected in accordance with FIG. 1 with the pressure sensor DS and transmitted to an engine control unit (not shown in FIG. 1).
- FIG. 2c shows the time course of the engine speed nmot.
- FIGS. 2a, 2b and 2c The measured values shown in FIGS. 2a, 2b and 2c were recorded during overrun operation.
- the method according to the invention is explained below on the basis of the times t1 to tll marked in the figures.
- the pressure in the fuel rail pressure accumulator is measured with the shut-off valve ASV open. These pressure values are transmitted to the engine control unit, which forms an average of the measured pressure values.
- the shut-off valve ASV is activated in order to bring the shut-off valve ASV into a closed state.
- the times t5, t ⁇ and t7 correspond to a waiting time which, depending on the process, must be waited until the pressure in the fuel rail has increased due to the closed shut-off valve ASV.
- pressure values are again recorded with the pressure sensor DS at times t8, t9 and t10 and likewise transmitted to the engine control unit.
- the engine control unit now also forms an average of these pressure values.
- shut-off valve ASV is opened and the diagnostic procedure is ended.
- FIG. 3 shows an exemplary embodiment of the method according to the invention for diagnosing a valve in a fuel supply system of an internal combustion engine.
- a step 301 it is first checked whether the conditions for starting the diagnostic system are met. The procedure will only continue if these conditions are met; otherwise it is still checked whether the conditions for the diagnosis are present.
- the internal combustion engine must be in a predetermined operating state for carrying out the method according to the invention for diagnosing the shut-off valve. In addition to the state of the overrun fuel cutoff, this can be, for example, the start of the internal combustion engine, idling, the advance of the electric fuel pump or the time during a control device run-on after the internal combustion engine has been switched off.
- the engine temperature is higher than an applicable threshold value and that the engine speed is lower than a certain threshold value.
- the latter i.e. the engine speed is less than a certain threshold value, is necessary so that the dynamic pressure at the pressure control valve DSV, which is dependent on the speed, must be significantly lower than the fuel pressure when the shut-off valve ASV is closed, so that a pressure stroke when switching the shut-off valve can be measured.
- step 302 in which the pressure control valve DSV is opened. Furthermore, in step 302, a sufficiently long time is waited until the pressure in the fuel rail pressure accumulator approximates to the pre-pressure by the opened pressure control valve DSV Has. If this has happened, the shut-off valve ASV is opened in step 303.
- step 304 one or more pressure values are recorded with the pressure sensor DS in the pressure accumulator, which practically corresponds to a pre-pressure measurement. In FIG. 3, the repeated or multiple measurements are indicated by a dashed line. When several measured values are recorded, the measured data are expediently averaged. Averaging has the advantage that measured values can also be compared if there are different numbers of measured values.
- step 305 the shut-off valve is closed.
- step 306 a time loop is run through, which is dimensioned such that the upstream pressure can increase due to the closed shut-off valve ASV. This time corresponds to the times t5, t6 and t7 according to FIG. 2b.
- step 307 analogously to step 304, one or more pressure values in the fuel rail pressure accumulator are recorded by means of the pressure sensor DS and transmitted to an engine control unit. Averaging is also carried out in the engine control unit in the event that several measured values have been recorded. In step 307, the acquisition of several measured values is indicated by the dashed line.
- the difference between the recorded admission pressure values after step 307 and step 304 is compared with an applicable threshold value.
- the applicable threshold value is selected so that that it will surely be exceeded if the ASV shut-off valve operates properly.
- step 308 If it is determined in step 308 that the admission pressure difference is not less than an applicable threshold value and that the shut-off valve therefore has a proper function, it is determined in step 309 that there is no error. After step 309, the diagnostic method is ended in step 310.
- step 310 the method can start again, for example, in step 301; A memory entry can also be made in the control unit that the shut-off valve ASV has a proper function.
- step 308 If, on the other hand, it is determined in step 308 that the admission pressure difference is less than the applicable threshold value, an error in the shut-off valve ASV is inferred and an error is entered in a memory of the control unit in step 311. Such an error entry can be read out during maintenance of the motor vehicle in a workshop in order to be able to determine the presence of the error afterwards.
- step 312 after step 311, measures are initiated which, on the one hand, visually or acoustically indicate the fault to the driver of the motor vehicle and / or initiate measures in the engine control which counteract the malfunction of the shut-off valve ASV.
- the method is also ended in this branch of the method and proceeds to step 310, at which the diagnostic method is ended.
- a throttle can be provided in the fuel system, which is used for controlled pressure reduction in the system after the motor vehicle has been switched off, or after the internal combustion engine has been deactivated and thus the
- Fuel supply system Furthermore, filters can be inserted into the fuel lines at various points in the fuel supply system, for example behind the EKP.
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)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE2000143688 DE10043688A1 (de) | 2000-09-04 | 2000-09-04 | Verfahren zur Diagnose eines Ventils in einem Kraftstoffversorgungssystem einer Brennkraftmaschine |
DE10043688 | 2000-09-04 | ||
PCT/DE2001/003249 WO2002020970A1 (de) | 2000-09-04 | 2001-08-24 | Verfahren zur diagnose eines ventils in einem kraftstoffversorgungssystem einer brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1325222A1 true EP1325222A1 (de) | 2003-07-09 |
EP1325222B1 EP1325222B1 (de) | 2006-11-08 |
Family
ID=7655025
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01967019A Expired - Lifetime EP1325222B1 (de) | 2000-09-04 | 2001-08-24 | Verfahren zur diagnose eines ventils in einem kraftstoffversorgungssystem einer brennkraftmaschine |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1325222B1 (de) |
DE (2) | DE10043688A1 (de) |
WO (1) | WO2002020970A1 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10329331B3 (de) * | 2003-06-30 | 2005-05-25 | Siemens Ag | Verfahren zur Diagnose eines Volumenstromregelventils bei einer Brennkraftmaschine mit Hochdruck-Speichereinspritzsystem |
DE10355804A1 (de) | 2003-11-28 | 2005-06-30 | Robert Bosch Gmbh | Vorrichtung zum Fördern von Kraftstoff aus einem Vorratsbehälter zu einer Brennkraftmaschine und Verfahren zur Druckerfassung |
JP2005337031A (ja) * | 2004-05-24 | 2005-12-08 | Mitsubishi Electric Corp | 筒内燃料噴射式内燃機関の高圧燃料系異常診断装置 |
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 |
ATE480702T1 (de) | 2007-09-21 | 2010-09-15 | Magneti Marelli Spa | Steuerverfahren für ein common-rail einspritzsystem mit einem absperrventil zur steuerung des flusses einer hochdruckbrennstoffpumpe |
DE102011075108A1 (de) * | 2011-01-31 | 2012-08-02 | Robert Bosch Gmbh | Verfahren zum Bestimmen einer Steuermenge eines Injektors |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19539885A1 (de) | 1995-05-26 | 1996-11-28 | Bosch Gmbh Robert | Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine |
DE19626689C1 (de) * | 1996-07-03 | 1997-11-20 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Überwachung eines Einspritzsystems |
DE19726183A1 (de) * | 1997-06-20 | 1998-12-24 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Überwachung eines Kraftstoffzumeßsystems |
JPH1182134A (ja) * | 1997-09-03 | 1999-03-26 | Fuji Heavy Ind Ltd | 筒内燃料噴射エンジンの高圧燃料系診断装置及び制御装置 |
DE69906459T2 (de) * | 1998-11-20 | 2003-10-23 | Mitsubishi Jidosha Kogyo K.K., Tokio/Tokyo | Kraftstoffeinspritzvorrichtung der Accumulatorgattung |
-
2000
- 2000-09-04 DE DE2000143688 patent/DE10043688A1/de not_active Withdrawn
-
2001
- 2001-08-24 WO PCT/DE2001/003249 patent/WO2002020970A1/de active IP Right Grant
- 2001-08-24 EP EP01967019A patent/EP1325222B1/de not_active Expired - Lifetime
- 2001-08-24 DE DE50111418T patent/DE50111418D1/de not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO0220970A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE10043688A1 (de) | 2002-03-14 |
WO2002020970A1 (de) | 2002-03-14 |
DE50111418D1 (de) | 2006-12-21 |
EP1325222B1 (de) | 2006-11-08 |
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