EP2271833B1 - Procédé pour déterminer une surpression dans un réservoir de carburant d'un système d'injection d'un moteur à combustion interne - Google Patents

Procédé pour déterminer une surpression dans un réservoir de carburant d'un système d'injection d'un moteur à combustion interne Download PDF

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Publication number
EP2271833B1
EP2271833B1 EP08874101A EP08874101A EP2271833B1 EP 2271833 B1 EP2271833 B1 EP 2271833B1 EP 08874101 A EP08874101 A EP 08874101A EP 08874101 A EP08874101 A EP 08874101A EP 2271833 B1 EP2271833 B1 EP 2271833B1
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EP
European Patent Office
Prior art keywords
pressure
overpressure
fuel
storage means
detected
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EP08874101A
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German (de)
English (en)
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EP2271833A1 (fr
Inventor
Stefan Koidl
Matthias Siedentopf
Stefan Keller
Christian Kuhnert
Detlev Straub
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails

Definitions

  • the present invention relates to a method for determining an overpressure in a fuel accumulator of an injection system of an internal combustion engine, a corresponding computer program and a corresponding computer program product.
  • FIG. 1 shows an injection system 100 for an internal combustion engine as the basis of the present invention.
  • the injection system 100 comprises a fuel tank 110, from which fuel is conveyed to a metering unit (ZME) 130 by means of an electric fuel pump 120 (EKP).
  • the metering unit 130 provides in response to a control signal z of a control unit 180 a certain amount of fuel for a downstream high-pressure pump 140 ready.
  • the high pressure pump 140 pumps the fuel into a common rail 150 in which the fuel is stored under high pressure to be available on demand for injection valves (injectors) 160.
  • the fuel reservoir 150 is equipped with a pressure sensor 170 (rail pressure sensor, RDS), which is used to determine the pressure in the fuel reservoir.
  • the pressure sensor 170 transmits the measured pressure in the fuel accumulator 150 in the form of a measurement signal p to the control unit 180 of the injection system 100.
  • the measurement signal can be digital or analog.
  • Conventional (rail) pressure sensors deliver a measuring signal at the output, which is proportional to the measured (rail) pressure.
  • pressure sensors are used, the one output the maximum measurement signal that corresponds to a pressure value that is approx. 200 bar above the normal operating pressure of an injection system. It is thus not possible for the connected control unit to determine pressures above the maximum outputable pressure value. Thus, the control unit is so far not able to detect overpressures or harmful pressures quickly enough. For this reason, in known injection systems additional elements such as pressure relief valves are used to avoid harmful pressures in the fuel tank
  • the high-pressure pump or the fuel accumulator may be equipped with a pressure regulating valve (DRV), which returns an excess flow to the fuel tank.
  • DVR pressure regulating valve
  • injectors are also used which have no such overpressure functionality or in which leakage takes place only at pressures that are already harmful to the system.
  • a pressure limiting valve DBV
  • this measure has the disadvantage that the injection system must be equipped with an additional pressure relief valve.
  • the invention offers the possibility of an injection system, in particular a common rail system as it is for example in FIG. 1 is shown to operate safely and quickly and reliably detect overpressure, without having to use, for example, a pressure control valve or a pressure relief valve. It is possible to determine an undesirable overpressure in injection systems which are equipped with a pressure sensor whose maximum signal value which can be output even, in particular, does not yet correspond to any undesired overpressure. In particular, in the method according to the invention, a pressure threshold value is used whose exceeding alone does not represent any overpressure. Thus, pressure sensors can be used which comprise a limited measuring range.
  • an overpressure in the fuel accumulator is detected only when the detected pressure exceeds the predetermined pressure threshold within a predetermined first period of time after the derivative of the detected pressure after the time has exceeded the predetermined gradient threshold for the last time.
  • the predetermined first time duration can be zero or arbitrarily small.
  • an overpressure is detected when the gradient threshold value is exceeded until the pressure threshold value is exceeded.
  • a time interval can be provided as harmless for the detection of overpressure.
  • an overpressure can also be detected during short-term (corresponding to the first time duration) falling below the gradient threshold value before exceeding the pressure threshold value.
  • an overpressure in the fuel accumulator is only detected if the detected pressure exceeds the predetermined pressure threshold value longer than a predetermined second one Time exceeds.
  • a short-term corresponding to the second period of time
  • harmless exceeding the pressure threshold can be accepted without a positive pressure.
  • an overpressure in the fuel accumulator is detected only if the derivative of the detected pressure after the time exceeds the predetermined gradient threshold value for longer than a predetermined third period of time.
  • the first, second and third time periods can be selected independently of one another, so that an advantageous combination of the time durations can be provided for the respective injection system to be treated.
  • An advantageous value for the second time period is, for example, 10 ms.
  • the pressure threshold must be exceeded min. 10 ms to determine an overpressure.
  • a fuel pump which provides the fuel of a metering unit and / or a high-pressure pump, which pumps the fuel into the fuel storage, are turned off when an overpressure is detected. This can reduce the likelihood of damage to the injection system.
  • fuel is discharged from the fuel storage when an overpressure is detected. This can preferably be done non-momentarily effective on the injectors, as well as in the DE 196 36 397 A1 is described. This further reduces the likelihood of damage to the injection system.
  • an error count is provided, which is increased, preferably by one, when an overpressure is detected.
  • a metering unit is not defective at the first occurrence of overpressure.
  • an error count threshold value can be provided, at which point a defect is detected. It is also possible to provide a component replacement after a defined number of error events.
  • the invention also relates to a control device for a motor vehicle, which is adapted to carry out a method according to the invention.
  • the invention also relates to a computer program with program code means which are suitable for carrying out a method according to the invention when the computer program is executed on a computer or a corresponding arithmetic unit, in particular a control unit according to the invention.
  • the computer program product provided according to the invention comprises program code means stored on a computer-readable data carrier which are suitable for carrying out a method according to the invention when the computer program is executed on a computer or a corresponding computing unit, in particular a control unit according to the invention.
  • Suitable data carriers are, in particular, floppy disks, hard disks, flash memories, EEPROMs, CD-ROMs, DVDs and the like. It is also possible to download a program via computer networks (Internet, intranet, etc.).
  • FIG. 2 the course of a measured signal 210 of a measured rail pressure against time in a diagram 200 is shown schematically.
  • the measurement signal is plotted as voltage value U in the diagram 200 on a first y-axis 202 against the time t on an x-axis 201.
  • a pressure value p is shown, which corresponds to the output voltage value.
  • a sensor can also output a digital measurement signal representing the pressure value.
  • the measurement signal 210 of the rail pressure increases over time until it becomes saturated at a time t0. At time t0, the maximum signal value which can be output by means of the exemplary rail pressure sensor is thus reached. In the example shown, this measured signal value corresponds to a rail pressure value of approximately 2000 bar.
  • overpressure i. in particular a harmful pressure
  • a predetermined slope value is shown schematically in the diagram 200 as a straight line 210.
  • the signal course 210 (depending on the configuration, either directly or temporally delayed) to exceed the threshold value 210 to exceed a signal threshold value 220.
  • a short circuit or other defect of the sensor usually delivers a signal value that is significantly above the maximum signal value that can be output under operating conditions.
  • an output value in the case of a sensor defect could be 5 V, for example.
  • FIG. 3 In FIG. 3 are shown in a diagram 300 time-dependent pressure curves 310, 320, 330 and 340.
  • the pressure profiles are shown as pressure values p on a y-axis 302 against the time t on an x-axis 301.
  • the pressure curve 310 corresponds to a rail pressure curve in the event of a fault in which the metering unit remains in the open state in the case of an adjuster system described above. It can be seen that the rail pressure curve 310 has a value of about 3800 bar for a long time, which usually leads to damage to the injection system.
  • Another pressure curve 330 shows the associated pressure curve in the low-pressure region, ie, for example, in the region in front of the high-pressure pump 340 according to FIG FIG. 1 ,
  • the rail pressure curve 320 corresponds to a pressure curve, in which the overpressure is detected using the method according to the invention, and then advantageously the electric fuel pump 120 is switched off. It can be seen that the rail pressure profile 320 drops back to a maximum at about 3600 bar and tapers to a value of about 3000 bar. Thus, the probability of damage to the injection system can already be reduced.
  • the rail pressure profile 320 is associated with the low-pressure profile 340.
  • FIG. 4 In FIG. 4 are shown in a diagram 400 time-dependent pressure curves 410, 430 and a time-dependent injection rate curve 440.
  • the pressure profiles are plotted as pressure values p on a first y-axis 402 against the time t on an x-axis 401.
  • the injection quantity course 440 is plotted as an injection quantity m on a second y-axis 403 against the time t on the x-axis 401.
  • FIG. 4 is a Raildruckverlauf 410 shown when non-momentary effective injections (emergency injections) are activated as an additional measure. It may be appropriate, instead of a large injection quantity per injector and cycle several small Injecting quantities per injector to control a larger amount of control into the low pressure. These ensure that the rail pressure does not rise above a permissible value when the fuel pump is switched off at the same time. Shutting down the fuel pump serves to limit the amount of fuel needed to reduce the pressure.
  • the rail pressure curve 410 is the low-pressure curve 430 associated.
  • the rail pressure curve 410 initially has a value of approximately 1850 bar. At a time t1, which is about 0.81 s, an error occurs in the metering unit of the injection system, so that the metering unit remains in an open state. As a result, the rail pressure increases sharply until it exceeds a threshold value 420 at a time t0. Furthermore, the slope of the rail pressure curve between the times t1 and t0 is above a predetermined gradient threshold. This in FIG. 4 The method used is preferably designed so that an overpressure is detected if, after exceeding the predetermined gradient threshold value, the predetermined pressure threshold is exceeded for longer than a predetermined period of time. In FIG. 4 this time period corresponds to the distance t0-t2 between the times t0 and t2.
  • the rail pressure progression 410 thus continues to exceed the predetermined pressure threshold value 420 after reaching the time t2, an overpressure is detected. After detection of the overpressure consequence becomes, as already in reference to FIG. 3 described, the fuel pump switched off. To improve the pressure reduction further non-momentary effective injection is performed, which is evident from the injection quantity curve 440. It can be seen that compared to FIG. 3 under the same conditions, the rail pressure can be limited below 2400 bar.
  • an existing exhaust gas recirculation valve In order to prevent unburned fuel, in particular diesel, from being returned to the combustion chamber after it has been expelled and combusted, an existing exhaust gas recirculation valve (EGR valve) should be closed. In order to inhibit the burning of the ejected fuel, it makes sense to reduce the amount of oxygen in the exhaust gas.
  • the throttle In order to inhibit the burning of the ejected fuel, it makes sense to reduce the amount of oxygen in the exhaust gas.
  • the throttle should be closed as far as possible. It should be noted that depending on the operating point of the engine in the air system, a significant negative pressure may occur. When the throttle valve is completely closed, the air intake tract can be destroyed and thus uncontrolled air intake, which is therefore to be avoided.
  • a harmful overpressure in an injection system of an internal combustion engine can be detected quickly and, as a consequence, can also be reduced rapidly.

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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)

Claims (10)

  1. Procédé de détermination d'une surpression dans un accumulateur de carburant (150) d'un système d'injection (100) d'un moteur à combustion interne, notamment dans un Common Rail d'un système Common Rail,
    dans lequel la pression est détectée dans l'accumulateur de carburant (150),
    dans lequel une surpression dans l'accumulateur de carburant (150) est constatée, quand la déduction de la pression détectée (210 ; 410) après le temps (t) dépasse une valeur seuil de montée (215) prédéterminée et ensuite la pression détectée (210 ; 410) dépasse une valeur seuil de pression (220 ; 420) prédéterminée.
  2. Procédé selon la revendication 1, dans lequel une surpression dans l'accumulateur de carburant (150) est constatée seulement quand la pression détectée (210 ; 410) dépasse la valeur seuil de pression prédéterminée (220 ; 420) à l'intérieur d'une première durée temporelle prédéterminée, après que la déduction de la pression détectée (210 ; 410) a dépassé pour la dernière fois la valeur seuil de montée prédéterminée (215) après le temps (t).
  3. Procédé selon la revendication 1 ou 2, dans lequel une surpression dans l'accumulateur de carburant (150) est constatée seulement quand la pression détectée (210 ; 410) dépasse la valeur seuil de pression prédéterminée (220 ; 420) plus longtemps qu'une deuxième durée temporelle prédéterminée (t2-t0).
  4. Procédé selon une des revendications précédentes, dans lequel une surpression dans l'accumulateur de carburant (150) est constatée seulement quand la déduction de la pression détectée (210 ; 410) dépasse après le temps (t) la valeur seuil de montée (215) prédéterminée plus longtemps qu'une troisième durée temporelle prédéterminée.
  5. Procédé selon une des revendications précédentes, dans lequel une pompe à carburant (120), qui fournit le carburant à une unité de dosage (130), et/ou une pompe à haute pression (140), qui pompe le carburant dans l'accumulateur de carburant (150), est mise hors service, quand une surpression est constatée.
  6. Procédé selon une des revendications précédentes, dans lequel du carburant est relâché de l'accumulateur de carburant (150), quand une surpression est constatée.
  7. Procédé selon une des revendications précédentes, dans lequel une valeur de comptage d'erreur est prévue, qui est augmentée quand une surpression est constatée.
  8. Appareil de commande (180) pour véhicule automobile, qui est conçu afin de mettre en oeuvre un procédé selon une des revendications 1 à 7.
  9. Programme informatique avec moyens de code de programme, qui mettent en oeuvre un procédé selon une des revendications 1 à 7, quand le programme informatique est exécuté sur un ordinateur ou une unité informatique correspondante, notamment un appareil de commande selon la revendication 8.
  10. Produit de programme informatique comprenant un moyen de code de programme mémorisé sur un support de données lisible par ordinateur, qui mettent en oeuvre un procédé selon une des revendications 1 à 7, quand le programme informatique est exécuté sur un ordinateur ou une unité informatique correspondante, notamment un appareil de commande selon la revendication 8.
EP08874101A 2008-04-29 2008-12-18 Procédé pour déterminer une surpression dans un réservoir de carburant d'un système d'injection d'un moteur à combustion interne Active EP2271833B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008001444A DE102008001444A1 (de) 2008-04-29 2008-04-29 Verfahren zum Bestimmen eines Überdrucks in einem Kraftstoffspeicher eines Einspritzsystems einer Brennkraftmaschine
PCT/EP2008/067912 WO2009132721A1 (fr) 2008-04-29 2008-12-18 Procédé pour déterminer une surpression dans un réservoir de carburant d'un système d'injection d'un moteur à combustion interne

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Publication Number Publication Date
EP2271833A1 EP2271833A1 (fr) 2011-01-12
EP2271833B1 true EP2271833B1 (fr) 2011-10-05

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EP08874101A Active EP2271833B1 (fr) 2008-04-29 2008-12-18 Procédé pour déterminer une surpression dans un réservoir de carburant d'un système d'injection d'un moteur à combustion interne

Country Status (7)

Country Link
US (1) US20110166803A1 (fr)
EP (1) EP2271833B1 (fr)
KR (1) KR101519181B1 (fr)
CN (1) CN102016276B (fr)
AT (1) ATE527441T1 (fr)
DE (1) DE102008001444A1 (fr)
WO (1) WO2009132721A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102017204827A1 (de) 2017-03-22 2018-09-27 Continental Automotive Gmbh Verfahren zur Fehlererfassung bei einem analogen Drucksensor

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DE102010031220A1 (de) * 2010-07-12 2012-01-12 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftstoffeinspritzsystems
GB2517165A (en) 2013-08-13 2015-02-18 Gm Global Tech Operations Inc Method of estimating the injection pressure of an internal combustion engine
DE102014206717B4 (de) 2014-04-08 2022-10-20 Vitesco Technologies GmbH Druckspeichereinrichtung für ein Kraftfahrzeug-Kraftstoff-Einspritzsystem, sowie Verfahren zum Betrieb einer derartigen Druckspeichereinrichtung
US9657653B2 (en) 2014-06-09 2017-05-23 Caterpillar Inc. Gas pressure high and low detection
DE102018206826A1 (de) * 2018-05-03 2019-11-07 Robert Bosch Gmbh Verfahren und Vorrichtung zur Bestimmung des absoluten Drucks und/oder einer Druckänderung in einem Druckbehälter, Druckbehälter
FR3087887B1 (fr) * 2018-10-31 2020-10-09 Safran Aircraft Engines Dispositif et procede de surveillance de duree de vie d'un equipement hydraulique d'un aeronef

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EP0911508B1 (fr) * 1992-08-20 2002-01-16 Toyota Jidosha Kabushiki Kaisha Commande d'injection de carburant pour moteur à combustion interne
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Publication number Priority date Publication date Assignee Title
DE102017204827A1 (de) 2017-03-22 2018-09-27 Continental Automotive Gmbh Verfahren zur Fehlererfassung bei einem analogen Drucksensor

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Publication number Publication date
US20110166803A1 (en) 2011-07-07
DE102008001444A1 (de) 2009-11-05
CN102016276B (zh) 2014-03-12
EP2271833A1 (fr) 2011-01-12
KR20110008197A (ko) 2011-01-26
KR101519181B1 (ko) 2015-05-11
ATE527441T1 (de) 2011-10-15
CN102016276A (zh) 2011-04-13
WO2009132721A1 (fr) 2009-11-05

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