EP2336533A2 - Method for recognising and determining a defective high pressure pump of a common rail system by means of sensor signals and control device for a combustion engine - Google Patents

Method for recognising and determining a defective high pressure pump of a common rail system by means of sensor signals and control device for a combustion engine Download PDF

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Publication number
EP2336533A2
EP2336533A2 EP10015600A EP10015600A EP2336533A2 EP 2336533 A2 EP2336533 A2 EP 2336533A2 EP 10015600 A EP10015600 A EP 10015600A EP 10015600 A EP10015600 A EP 10015600A EP 2336533 A2 EP2336533 A2 EP 2336533A2
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EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
injection
rail pressure
engine according
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.)
Withdrawn
Application number
EP10015600A
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German (de)
French (fr)
Other versions
EP2336533A3 (en
Inventor
Christoph Klein
Dominic Vömel
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.)
Deutz AG
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Deutz AG
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Filing date
Publication date
Priority claimed from DE102010024402A external-priority patent/DE102010024402A1/en
Priority claimed from DE102010024401A external-priority patent/DE102010024401A1/en
Application filed by Deutz AG filed Critical Deutz AG
Publication of EP2336533A2 publication Critical patent/EP2336533A2/en
Publication of EP2336533A3 publication Critical patent/EP2336533A3/en
Withdrawn legal-status Critical Current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
    • 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
    • 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
    • F02M63/0265—Pumps feeding common rails
    • F02M63/027—More than one high pressure pump feeding a single common rail
    • 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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/002—Measuring fuel delivery of multi-cylinder injection pumps
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/228—Warning displays
    • 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
    • F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle

Definitions

  • the object is achieved by a device according to claim 1 and a method according to claim 5.
  • the rail pressure signal of the rail pressure sensor 5 is influenced by each injection and each pump stroke, the normal and the error case can be distinguished on the basis of this signal.
  • an injection-synchronous discrete rail pressure information is generated by means of the engine control unit 7 from the analog rail pressure sensor signal of the rail pressure sensor 5.
  • the value of each injection synchronous rail pressure information is compared with the successor value.
  • the amount of deviation of this value is then compared to a detection threshold.
  • the detection threshold is freely definable over the operating map of the engine. As soon as the limit value for a freely definable time duration is exceeded, a freely determinable error reaction is triggered. For a smooth functionality, the error detection must be done only in a quasi-stationary state. The limits for this quasi-stationarity are freely definable over the engine map.
  • the invention is suitable for preventing an increased number of fault complaints on series engines.
  • appreciable wear between the camshaft and roller tappet of various high-pressure pumps can be avoided.
  • the increased load on one of the two roller tappets can in turn be the result of a delivery misfire or a reduction in the delivery of the other pump, which could be caused by a malfunction.
  • it is about cases of damage in high-pressure common-rail pumps or on the cam of the camshaft early, ie before the emergence, out.
  • the device or the method determines the possibly occurring differences in the fuel delivery - if they occur - by an evaluation of the pressure conditions by means of rail sensor 5 in the common rail system 4.
  • the gray curve shows that the delta-p of two consecutive deliveries from the two high-pressure pumps is very small.
  • the measurement should always be carried out at the same delivery time of the different high-pressure pumps. Furthermore, the evaluation should be carried out at a steady state of the engine, since only then the rail pressure should also be approximately constant. For example, when accelerating, the rail pressure may change and this could lead to incorrect measurements or misinterpretations. Furthermore, it should be measured over a defined period of time and thus an occurring single exposure of a promotion of a high pressure pump should be disregarded.
  • FIG. 1 an engine 1 with an injection pump 1 and an injection pump 2 is shown.
  • the common rail system 4 has a rail pressure sensor 5.
  • the rail pressure sensor 5 determines the rail pressure and transmits it to the engine control unit 7 via data transmission, which can be both wired and wireless.
  • the engine 1 has a cam / crankshaft angle sensor 6 , which transmits the crank angle of the camshaft or crankshaft to the engine control unit 7.
  • the engine control unit detects a pressure difference that is freely programmable in the case of two consecutive injector pumping operations, but should not exceed 10-20 bar in this example, then it will transmit
  • the warning signal in the fault memory 9 leads to a request for investigation to the workshop diagnostic device, which comes about by means of a suitable plug connection or alternatively by means of a wireless connection. Only after a repairer has confirmed via the diagnostic device that he has gone to the cause of the warning signal to the bottom and has eliminated the cause for it, the warning signal can be reset and the display disappears in the display 8.
  • FIG. 2 The diagram shown shows three injection cycles of the two injection pumps 2, 3, the pressure being plotted over time. It can be seen about six equally high pressure plateaus, which, as can be seen on the right side of the diagram, have a minimal pressure difference between two consecutive injection cycles and thus stand for a perfect operation of both injection pumps.
  • the same graph also shows three injection cycles where one of the two pumps is not working properly, as indicated by the significant difference in pressure at the left edge of the graph.
  • FIG. 3 shows in a flow chart how it can come in the case of a defective injection pump to an error message.
  • FIG. 4 the sub-function of the stability check, or the check whether the pressure difference is smaller or larger than the defined limit, is shown.
  • the control unit 6 must have an injection-synchronous rail pressure information, ie, at a respectively constant time / angle relative to ignition TDC of each cylinder, the rail pressure must be measured by means of rail pressure sensor 5.
  • the camshaft sensor 6 and a sensor wheel provide the engine control unit 7 with the information when an ignition TDC of a cylinder is present. In addition, this also provides the information when the engine reference TDC, which is usually equal to the ignition TDC of cylinder 1, is present.
  • injection-synchronous discrete rail pressure information is generated from the analog rail pressure sensor signal of the rail pressure sensor 5.
  • each injection synchronous rail pressure information is compared with the trailing value by subtraction. In this way, always positive and negative difference values alternate.
  • a synchronous data channel is generated which describes which pump is currently active.
  • This data channel is freely parameterizable insofar as that it can be determined which pump first delivers in time to the common rail system 4, which results in the FIGS. 4 and 5 is displayed (this is done depending on the engine reference TDC).
  • a suitable logic circuit as shown in Figure 6, it can be determined which high-pressure pump is defective.
  • Another logic circuit ensures that the information about the currently active pump is always automatically synchronized with the motor reference TDC.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The engine (1) has two injection pumps (2, 3) driven by a camshaft/crankshaft of the engine. The pumps convey a fuel into a common rail (4) and into a respective cylinder head of the engine. The common rail has a rail pressure sensor (5), which determines rail pressure and transmits the determined rail pressure to an engine control device (7). A camshaft/crankshaft angle sensor (6) transmits a crank angle of the camshaft/crankshaft to the engine control device. The control device transmits a warning signal to an error memory (9). An independent claim is also included for a method for safe operation of an internal combustion engine.

Description

Gegenwärtig wird eine derartige Erkennung im Wesentlichen durch den persönlichen Eindruck des jeweiligen Fernfahrers bestimmt. Ist der Fahrer der Meinung, dass der Motor nicht mehr die volle Leistung bringt, so fährt er die nächste Werkstatt an, die dann mit einer Routineuntersuchung die vielfältigen Ursachen für zu geringe Leistung untersuchen müssen. Verfügt der Fahrer nicht über genügend Erfahrung, dann kann ein Unterlassen von Wartungsarbeiten zu einer Beschädigung der Brennkraftmaschine führen.At present, such recognition is essentially determined by the personal impression of the respective truck driver. If the driver feels that the engine is no longer able to perform at full capacity, he drives to the nearest garage, who then has to use a routine examination to investigate the many causes of underperformance. If the driver does not have enough experience, failure to perform maintenance may result in damage to the engine.

Es ist die Aufgabe der vorliegenden Erfindung, Schäden vorzubeugen und objektive Kriterien für den Fehlerfall zu schaffen.It is the object of the present invention to prevent damage and to provide objective criteria for the error case.

Die Aufgabe wird gelöst durch eine Vorrichtung nach Anspruch 1 und einem Verfahren nach Anspruch 5.The object is achieved by a device according to claim 1 and a method according to claim 5.

Die Erfindung wird neben der Beschreibung auch in den nachfolgenden Figuren beschrieben, es zeigen:

Figur 1
eine schematische Darstellung einer Brennkraftmaschine
Figur 2
ein p,t-Diagramm für den Normal- und den Fehlerfall
Figur 3
ein p,t-Diagramm für den Normal- und den Fehlerfall
Figur 4
p,t-Diagramm und digitale Darstellung des Fehlerfalls
Figur 5
ein Flussdiagramm, das die Ermittlung der fehlerhaften Pumpe darstellt
The invention is described in addition to the description in the following figures, which show:
FIG. 1
a schematic representation of an internal combustion engine
FIG. 2
a p, t diagram for the normal and the error case
FIG. 3
a p, t diagram for the normal and the error case
FIG. 4
p, t diagram and digital representation of the error case
FIG. 5
a flow chart illustrating the determination of the faulty pump

Die Abfolge von Ereignissen im Common-Rail-System unter Normalbedingungen sieht wie folgt aus: Einspritzung, Pumpenhub, Einspritzung, Pumpenhub usw.The sequence of events in the common rail system under normal conditions is as follows: injection, pump stroke, injection, pump stroke, etc.

Anders sieht die Abfolge aus, wenn eine Pumpe nicht ordnungsgemäß funktioniert: Einspritzung, kein oder nur reduzierter Pumpenhub, Einspritzung, Pumpenhub etc.The sequence looks different when a pump is not working properly: injection, no or only reduced pump stroke, injection, pump stroke, etc.

Das Raildruck-Signal des Raildrucksensors 5 wird von jeder Einspritzung und jedem Pumpenhub beeinflusst, der Normal- und der Fehlerfall können anhand dieses Signals unterschieden werden. Mit Hilfe des Nockenwellensensors 6 wird aus dem analogen Raildrucksensor-Signal des Raildrucksensors 5 eine einspritzsynchrone diskrete Raildruckinformation mittels des Motorsteuergeräts 7 generiert. Der Wert jeder einspritzsynchronen Raildruckinformation wird mit dem Nachfolgewert verglichen.The rail pressure signal of the rail pressure sensor 5 is influenced by each injection and each pump stroke, the normal and the error case can be distinguished on the basis of this signal. With the aid of the camshaft sensor 6, an injection-synchronous discrete rail pressure information is generated by means of the engine control unit 7 from the analog rail pressure sensor signal of the rail pressure sensor 5. The value of each injection synchronous rail pressure information is compared with the successor value.

Der Betrag der Abweichung dieses Werts wird daraufhin mit einem Erkennungs-Grenzwert verglichen. Der Erkennungsgrenzwert ist über dem Betriebskennfeld des Motors frei definierbar. Sobald der Grenzwert für eine ebenfalls frei definierbare Zeitdauer überschritten ist, wird eine frei bestimmbare Fehlerreaktion ausgelöst. Für eine reibungslose Funktionalität darf die Fehlererkennung nur in einem quasi-stationären Zustand erfolgen. Die Grenzen für diese Quasi-Stationarität sind frei über dem Motorkennfeld definierbar.The amount of deviation of this value is then compared to a detection threshold. The detection threshold is freely definable over the operating map of the engine. As soon as the limit value for a freely definable time duration is exceeded, a freely determinable error reaction is triggered. For a smooth functionality, the error detection must be done only in a quasi-stationary state. The limits for this quasi-stationarity are freely definable over the engine map.

Die Erfindung ist geeignet, eine erhöhte Anzahl von Fehlerbeschwerden an Serienmotoren zu verhindern. Insbesondere kann nennenswerter Verschleiß zwischen Nockenwelle und Rollenstößel verschiedener Hochdruckpumpen vermieden werden. Die erhöhte Belastung von einer der beiden Rollenstößel kann wiederum Resultat eines Förderaussetzers bzw. einer Fördermengenreduzierung der anderen Pumpe sein, welche durch eine Fehlfunktion verursacht werden könnte. Bei der vorliegenden Erfindung geht es darum, Schadensfälle bei Hochdruck-Common-Rail-Pumpen bzw. an den Nocken der Nockenwelle frühzeitig, also vor dem Entstehen, herauszufinden. Die erfindungsgemäße Vorrichtung bzw. das Verfahren ermittelt die eventuell auftretenden Unterschiede bei der Kraftstoff-Förderung - falls sie denn auftreten - durch eine Auswertung der Druckverhältnisse mittels Railsensor 5 in dem Common-Rail-System 4. In Figur 2 erkennt man bei der grauen Kurve, dass das Delta-p von zwei aufeinanderfolgenden Förderungen von den beiden Hochdruckpumpen sehr klein ist.The invention is suitable for preventing an increased number of fault complaints on series engines. In particular, appreciable wear between the camshaft and roller tappet of various high-pressure pumps can be avoided. The increased load on one of the two roller tappets can in turn be the result of a delivery misfire or a reduction in the delivery of the other pump, which could be caused by a malfunction. In the present invention, it is about cases of damage in high-pressure common-rail pumps or on the cam of the camshaft early, ie before the emergence, out. The device or the method determines the possibly occurring differences in the fuel delivery - if they occur - by an evaluation of the pressure conditions by means of rail sensor 5 in the common rail system 4. In FIG. 2 the gray curve shows that the delta-p of two consecutive deliveries from the two high-pressure pumps is very small.

Fällt eine Pumpe aus oder fördert deutlich mehr oder weniger als die andere Pumpe, ist die schwarze Kennlinie maßgebend und man erkennt, dass das Delta-p sehr groß ist.If one pump fails or delivers significantly more or less than the other pump, the black characteristic is decisive and it can be seen that the delta-p is very large.

Die Messung sollte nach Möglichkeit immer zum gleichen Förderzeitpunkt der unterschiedlichen Hochdruckpumpen erfolgen. Weiterhin sollte die Auswertung bei einem stationären Zustand des Motors erfolgen, da nur dann der Raildruck auch angenähert konstant sein sollte. Beim Beschleunigen beispielsweise kann sich der Raildruck ändern und dies könnte zu Fehlmessungen oder Fehlinterpretationen führen. Weiterhin sollte über einen definierten Zeitraum gemessen werden und somit ein auftretendes einmaliges Aussetzen einer Förderung einer Hochdruckpumpe unberücksichtigt bleiben.If possible, the measurement should always be carried out at the same delivery time of the different high-pressure pumps. Furthermore, the evaluation should be carried out at a steady state of the engine, since only then the rail pressure should also be approximately constant. For example, when accelerating, the rail pressure may change and this could lead to incorrect measurements or misinterpretations. Furthermore, it should be measured over a defined period of time and thus an occurring single exposure of a promotion of a high pressure pump should be disregarded.

In Figur 1 wird ein Motor 1 mit einer Einspritzpumpe 1 und einer Einspritzpumpe 2 dargestellt. Die Einspritzpumpen 1, 2, die z.B. von der Nockenwelle des Motors 1 angetrieben werden, fördern den Kraftstoff in das Rail 4, von wo es in die jeweiligen Zylinderköpfe des Motors 1 gefördert wird. Das Common-Rail-System 4 verfügt über einen Raildrucksensor 5. Der Raildrucksensor 5 ermittelt den Raildruck und übermittelt diesen per Datenübertragung, die sowohl kabelgebunden als auch kabellos erfolgen kann, an das Motorsteuergerät 7. Der Motor 1 verfügt über einen Nocken-/Kurbelwellenwinkelsensor 6, der den Kurbelwinkel der Nocken- bzw. Kurbelwelle an das Motorsteuergerät 7 übermittelt. Wenn das Motorsteuergerät bei zwei aufeinanderfolgenden Pumpvorgängen der Einspritzpumpen eine Druckdifferenz feststellt, die frei programmierbar ist, im vorliegenden Beispiel aber nicht höher als 10 - 20 bar sein sollte, dann übermittelt das Motorsteuergerät ein Warnsignal an den Fehlerspeicher 9 und einen Hinweis, die nächste Werkstatt aufzusuchen, ins Display 8. Das Warnsignal im Fehlerspeicher 9 führt zu einer Untersuchungsaufforderung an die Werkstattdiagnosevorrichtung, die mittels einer geeigneten Steckverbindung oder alternativ mittels einer kabellosen Verbindung zustande kommt. Erst nachdem ein Werkstattmitarbeiter über die Diagnosevorrichtung bestätigt hat, dass er der Ursache des Warnsignals auf den Grund gegangen ist und die Ursache dafür beseitigt hat, lässt sich das Warnsignal zurücksetzen und die Anzeige im Display 8 verschwindet.In FIG. 1 an engine 1 with an injection pump 1 and an injection pump 2 is shown. The injection pumps 1, 2, which are driven for example by the camshaft of the engine 1, promote the fuel in the rail 4, from where it is conveyed into the respective cylinder heads of the engine 1. The common rail system 4 has a rail pressure sensor 5. The rail pressure sensor 5 determines the rail pressure and transmits it to the engine control unit 7 via data transmission, which can be both wired and wireless. The engine 1 has a cam / crankshaft angle sensor 6 , which transmits the crank angle of the camshaft or crankshaft to the engine control unit 7. If the engine control unit detects a pressure difference that is freely programmable in the case of two consecutive injector pumping operations, but should not exceed 10-20 bar in this example, then it will transmit The warning signal in the fault memory 9 leads to a request for investigation to the workshop diagnostic device, which comes about by means of a suitable plug connection or alternatively by means of a wireless connection. Only after a repairer has confirmed via the diagnostic device that he has gone to the cause of the warning signal to the bottom and has eliminated the cause for it, the warning signal can be reset and the display disappears in the display 8.

Das in Figur 2 gezeigte Diagramm zeigt drei Einspritzzyklen der beiden Einspritzpumpen 2, 3, wobei der Druck über die Zeit aufgetragen ist. Es sind etwa sechs gleich hohe Druckplateaus zu sehen, die, wie am rechten Rand des Diagramms zu erkennen ist, einen minimalen Druckunterschied zwischen zwei aufeinanderfolgenden Einspritzzyklen aufweisen und somit für einen einwandfreien Betrieb beider Einspritzpumpen stehen. Im gleichen Diagramm sind ebenfalls drei Einspritzzyklen dargestellt, bei denen eine der beiden Pumpen nicht ordnungsgemäß funktioniert, was man am linken Rand des Diagramms an dem signifikanten Druckunterschied ablesen kann.This in FIG. 2 The diagram shown shows three injection cycles of the two injection pumps 2, 3, the pressure being plotted over time. It can be seen about six equally high pressure plateaus, which, as can be seen on the right side of the diagram, have a minimal pressure difference between two consecutive injection cycles and thus stand for a perfect operation of both injection pumps. The same graph also shows three injection cycles where one of the two pumps is not working properly, as indicated by the significant difference in pressure at the left edge of the graph.

Figur 3 zeigt in einem Flussdiagramm, wie es im Falle einer defekten Einspritzpumpe zu eine Fehlermeldung kommen kann. In Figur 4 wird die Unterfunktion des Stabilitätschecks, bzw. der Überprüfung, ob der Druckunterschied kleiner oder größer als der definierte Grenzwert ist, dargestellt. FIG. 3 shows in a flow chart how it can come in the case of a defective injection pump to an error message. In FIG. 4 the sub-function of the stability check, or the check whether the pressure difference is smaller or larger than the defined limit, is shown.

Wie bereits weiter oben beschrieben, wird der physikalische Raildruck von jeder Einspritzung und jedem Pumpenhub beeinflusst. Dem Steuergerät 6 muss eine einspritzsynchrone Raildruckinformation vorliegen, d. h., zu einem jeweils konstanten Zeitpunkt/Winkel relativ zu Zünd-OT jedes Zylinders muss der Raildruck mittels Raildrucksensor 5 gemessen werden. Der Nockenwellensensor 6 und ein Sensorrad stellen dem Motorsteuergerät 7 die Information zur Verfügung, wann ein Zünd-OT eines Zylinders vorliegt. Außerdem wird hierdurch auch die Information geliefert, wann der Motor-Referenz-OT, der in der Regel gleich dem Zünd-OT von Zylinder 1 ist, vorliegt.As described above, the physical rail pressure is affected by each injection and each pump stroke. The control unit 6 must have an injection-synchronous rail pressure information, ie, at a respectively constant time / angle relative to ignition TDC of each cylinder, the rail pressure must be measured by means of rail pressure sensor 5. The camshaft sensor 6 and a sensor wheel provide the engine control unit 7 with the information when an ignition TDC of a cylinder is present. In addition, this also provides the information when the engine reference TDC, which is usually equal to the ignition TDC of cylinder 1, is present.

Mit Hilfe des Nockenwellensensors 6 wird aus dem analogen Raildrucksensor-Signal des Raildrucksensors 5 eine einspritzsynchrone diskrete Raildruckinformation generiert.With the aid of the camshaft sensor 6, injection-synchronous discrete rail pressure information is generated from the analog rail pressure sensor signal of the rail pressure sensor 5.

Der Wert jeder einspritzsynchronen Raildruckinformation wird mit dem Nachfolgewert mittels Differenzbildung verglichen. Auf diesem Weg wechseln sich stets positive und negative Differenzwerte ab. Parallel dazu wird ein hierzu synchroner Datenkanal erzeugt, der beschreibt, welche Pumpe gerade aktiv ist. Dieser Datenkanal ist insofern frei parametrierbar, als dass festgelegt werden kann, welche Pumpe zeitlich zuerst in das Common-Rail-System 4 fördert, was in den Figuren 4 und 5 dargestellt wird (dies erfolgt in Abhängigkeit des Motor-Referenz-OT). Durch Kombination der beiden Informationen in einer geeigneten Logikschaltung, wie in Figur 6 dargestellt, kann bestimmt werden, welche Hochdruckpumpe defekt ist. Eine weitere Logikschaltung sorgt dafür, dass die Information über die momentan aktive Pumpe immer wieder automatisch mit dem Motor-Referenz-OT synchronisiert wird.The value of each injection synchronous rail pressure information is compared with the trailing value by subtraction. In this way, always positive and negative difference values alternate. Parallel to this, a synchronous data channel is generated which describes which pump is currently active. This data channel is freely parameterizable insofar as that it can be determined which pump first delivers in time to the common rail system 4, which results in the FIGS. 4 and 5 is displayed (this is done depending on the engine reference TDC). By combining the two information in a suitable logic circuit, as shown in Figure 6, it can be determined which high-pressure pump is defective. Another logic circuit ensures that the information about the currently active pump is always automatically synchronized with the motor reference TDC.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
Motorengine
22
Einspritzpumpe 1Injection pump 1
33
Einspritzpumpe 2Injection pump 2
44
Common RailCommon rail
55
RaildrucksensorRail pressure sensor
66
Nocken-/KurbelwellenwinkelsensorCam / crank angle sensor
77
MotorsteuergerätEngine control unit
88th
Displaydisplay
99
Fehlerspeichererror memory

Claims (10)

Brennkraftmaschine, umfassend wenigstens ein Common-Rail-System (4), mit wenigstens zwei Einspritzpumpen (2, 3), wenigstens einen Raildrucksensor (5), wenigstens einen Nocken-/Kurbelwellenwinkelsensor (6), wenigstens ein Motorsteuergerät (7)Internal combustion engine, comprising at least one common rail system (4), with at least two injection pumps (2, 3), at least one rail pressure sensor (5), at least one cam / crankshaft angle sensor (6), at least one engine control unit (7). Brennkraftmaschine nach Anspruch 1,
dadurch gekennzeichnet, dass sie wenigstens ein Display (8) aufweist.Internal combustion engine according to claim 1,
characterized in that it comprises at least one display (8). Brennkraftmaschine nach Anspruch 1 oder 2,
dadurch gekennzeichnet, dass sie wenigstens einen Fehlerspeicher (9) aufweist.Internal combustion engine according to claim 1 or 2,
characterized in that it comprises at least one error memory (9). Brennkraftmaschine nach Anspruch 1 oder 2,
dadurch gekennzeichnet, dass sie wenigstens ein Sensorrad aufweist, insbesondere ein Inkrementalgeberrad (kW) und/oder ein Segment-Geberrad (BW).Internal combustion engine according to claim 1 or 2,
characterized in that it comprises at least one sensor wheel, in particular a incremental encoder wheel (kW) and / or a segment encoder wheel (BW). Verfahren zum sicheren Betreiben einer Brennkraftmaschine, dadurch gekennzeichnet, dass es die folgenden Schritte umfasst: Ermitteln des Raildruckes in Abhängigkeit des Kurbelwinkels der Brennkraftmaschine, insbesondere vor einer Einspritzung n, Ermitteln des Raildruckes in Abhängigkeit des Kurbelwinkels der Brennkraftmaschine, insbesondere vor einer Einspritzung n + 1, Ermitteln der Druckdifferenz der Zustände n und n+1, Ausgabe eines Warnsignals für den Fall, dass der Betrag der ermittelten Druckdifferenz frei einstellbar ist. Method for the safe operation of an internal combustion engine, characterized in that it comprises the following steps: Determining the rail pressure as a function of the crank angle of the internal combustion engine, in particular before an injection n, Determining the rail pressure as a function of the crank angle of the internal combustion engine, in particular before an injection n + 1, Determining the pressure difference of the states n and n + 1, Output of a warning signal in the event that the amount of the determined pressure difference is freely adjustable. Verfahren nach Anspruch 5,
dadurch gekennzeichnet, dass eine einspritzsynchrone diskrete Raildruckinformation generiert wird,
Differenzbildung der einspritzsynchronen Raildruckinformation mit dem Nachfolgewert,
Erzeugung eines parallelen Datenkanals, der die aktive Pumpe ans Motorsteuergerät meldet,
mit Nennung der als defekt ermittelten Einspritzpumpe (2, 3).Method according to claim 5,
characterized in that an injection-synchronous discrete rail pressure information is generated,
Difference formation of the injection-synchronous rail pressure information with the successor value,
Generation of a parallel data channel, which reports the active pump to the engine control unit,
with mention of the determined as defective injection pump (2, 3). Verfahren zum sicheren Betreiben einer Brennkraftmaschine nach einem oder mehreren der vorgenannten Ansprüche 5-6,
dadurch gekennzeichnet, dass das Warnsignal an das Display (8) und/oder den Fehlerspeicher gesendet wird.Method for the safe operation of an internal combustion engine according to one or more of the preceding claims 5-6,
characterized in that the warning signal is sent to the display (8) and / or the fault memory. Verfahren zum sicheren Betreiben einer Brennkraftmaschine nach einem oder mehreren der vorgenannten Ansprüche 5-7,
dadurch gekennzeichnet, dass das Fehlersignal in Kombination mit einer Anweisung, die Werkstatt aufzusuchen im Display (8) angezeigt wird.Method for the safe operation of an internal combustion engine according to one or more of the preceding claims 5-7,
characterized in that the error signal in combination with an instruction to visit the workshop in the display (8) is displayed. Verfahren zum sicheren Betreiben einer Brennkraftmaschine nach einem oder mehreren der vorgenannten Ansprüche 5-8,
dadurch gekennzeichnet, dass das Warnsignal an den Fehlerspeicher (9) übermittelt wird.Method for the safe operation of an internal combustion engine according to one or more of the preceding claims 5-8,
characterized in that the warning signal is transmitted to the error memory (9). Verfahren zum sicheren Betreiben einer Brennkraftmaschine nach einem oder mehreren der vorgenannten Ansprüche 5-9,
dadurch gekennzeichnet, dass das abgespeicherte Fehlersignal in eine Wartungsanweisung im Fehlerspeicher für die Werkstatt umwandelt.Method for the safe operation of an internal combustion engine according to one or more of the preceding claims 5-9,
characterized in that the stored error signal converts into a maintenance instruction in the fault memory for the workshop.
EP10015600.9A 2009-12-19 2010-12-14 Method for recognising and determining a defective high pressure pump of a common rail system by means of sensor signals and control device for a combustion engine Withdrawn EP2336533A3 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102009059674 2009-12-19
DE102009059673 2009-12-19
DE102010024402A DE102010024402A1 (en) 2009-12-19 2010-06-19 Internal combustion engine, has injection pumps that convey fuel into common rail, where rail has rail pressure sensor, which determines and transmits rail pressure to engine control device
DE102010024401A DE102010024401A1 (en) 2009-12-19 2010-06-19 Internal combustion engine, has injection pumps that convey fuel into common rail, where rail has rail pressure sensor, which determines and transmits rail pressure to engine control device

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EP2336533A2 true EP2336533A2 (en) 2011-06-22
EP2336533A3 EP2336533A3 (en) 2014-08-06

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JP3033214B2 (en) * 1991-02-27 2000-04-17 株式会社デンソー Accumulation type fuel supply method and apparatus by a plurality of fuel pumping means, and abnormality determination apparatus in equipment having a plurality of fluid pumping means
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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2524110A (en) * 2014-03-14 2015-09-16 Gm Global Tech Operations Inc A fluid pump assembly for an internal combustion engine
CN105937457A (en) * 2015-03-03 2016-09-14 罗伯特·博世有限公司 Method and device for recognizing error in detection of sensor quantities
SE1751533A1 (en) * 2017-12-13 2019-06-14 Scania Cv Ab A method for checking the functionality of individual pumping elements of a high-pressure pump in a high-pressure accumulator fuel injection system
WO2019117785A1 (en) * 2017-12-13 2019-06-20 Scania Cv Ab A method for checking the functionality of individual pumping elements of a high-pressure pump in a high-pressure accumulator fuel injection system
SE541906C2 (en) * 2017-12-13 2020-01-02 Scania Cv Ab A method for checking the functionality of individual pumping elements of a high-pressure pump in a high-pressure accumulator fuel injection system
TWI694022B (en) * 2018-03-01 2020-05-21 正修學校財團法人正修科技大學 Rail three-dimensional detection system

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