EP2791496B1 - Vorrichtung und verfahren zur fehlererkennung in einem kraftstoffversorgungssystem eines kraftfahrzeugs - Google Patents

Vorrichtung und verfahren zur fehlererkennung in einem kraftstoffversorgungssystem eines kraftfahrzeugs Download PDF

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Publication number
EP2791496B1
EP2791496B1 EP12856964.7A EP12856964A EP2791496B1 EP 2791496 B1 EP2791496 B1 EP 2791496B1 EP 12856964 A EP12856964 A EP 12856964A EP 2791496 B1 EP2791496 B1 EP 2791496B1
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EP
European Patent Office
Prior art keywords
fuel
rail
operating status
engine
valve device
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.)
Not-in-force
Application number
EP12856964.7A
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English (en)
French (fr)
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EP2791496A4 (de
EP2791496A1 (de
Inventor
Rikard DYRSCH
Erik RUNDQVIST
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.)
Scania CV AB
Original Assignee
Scania CV AB
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Filing date
Publication date
Application filed by Scania CV AB filed Critical Scania CV AB
Priority claimed from PCT/SE2012/051367 external-priority patent/WO2013089621A1/en
Publication of EP2791496A1 publication Critical patent/EP2791496A1/de
Publication of EP2791496A4 publication Critical patent/EP2791496A4/de
Application granted granted Critical
Publication of EP2791496B1 publication Critical patent/EP2791496B1/de
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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
    • F02D41/22—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
    • F02D41/30—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
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • F02M55/025—Common rails
    • 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
    • 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
    • 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
    • F02M65/003—Measuring variation of fuel pressure in high pressure line
    • 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

Definitions

  • the present invention relates to a method for error detection in a fuel-supply system in a motor vehicle comprising at least one feed device for achieving a fuel-supply pressure in an engine and a valve device via which fuel is supplied to the feed device from a container, in addition to devices for identifying said fuel-supply pressure in said engine.
  • the invention relates also to a computer programme product comprising programme code for a computer for implementing a method according to the invention.
  • the invention relates also to a device for error detection in a fuel-supply system in a motor vehicle and a motor vehicle equipped with the device.
  • Modern motor vehicles may be equipped with a fuel system which has what is known as a common-rail.
  • a low-pressure pump is adapted to suck up fuel from a fuel tank and feed the fuel through an IMV valve (Inlet metering valve) to a high-pressure pump.
  • the high-pressure pump is adapted to pressurise the fuel by feeding the fuel to said common-rail for dispensing to a number of cylinders in the motor vehicle's engine.
  • An MDV valve Mechanical Dump Valve
  • is arranged on a return side of the fuel system which, when the fuel pressure in said common-rail is too high, functions as a pressure-relief valve allowing in this event a fuel flow back to the fuel tank.
  • a control unit in the fuel system is arranged to control said IMV valve by continuously detecting a prevailing pressure of the fuel in said common-rail and comparing this against a preferred reference value for the pressure of the fuel.
  • This can typically be effected by means of a regulator intended for this purpose and a PWM signal. It is of the utmost importance that the IMV valve can be quickly regulated. It is also important that transient progressions relating to the quantity of dispensed fuel in the engine's cylinders do not cause a fuel pressure in said common-rail to fall or rise. This imposes strict requirements that the IMV valve will react almost immediately to control information in the PWM signal.
  • a known problem associated with said IMV valve is what is known as "slip-stick". This means that the valve is not able to alter a continuous fuel flow in the preferred manner.
  • one of the feed pumps may fail.
  • an unexpected leakage may occur, for example in fuel pipes or in said common-rail.
  • it is difficult to diagnose a source of error in the fuel system and troubleshooting is time-consuming.
  • a correctly functioning unit may be needlessly replaced, which is both time-consuming and costly, especially if this fails to address the actual error.
  • error code is generated in the event the fuel system does not function as intended. This error code is, however, rather general, which is why isolated fuel-system components may not be clearly identified as the likely source of the error. The error code generated at present is therefore not always helpful to a mechanic at a service station.
  • the IMV valve is a relatively cheap fuel-system component. It would therefore be advantageous to be able to isolate this particular component as the source of error in the event it fails to function as intended. With today's more general error codes, this may not always be possible.
  • DE102008044360 describes a fuel-injection system in an internal combustion engine of a motor vehicle.
  • the fuel-injection system comprises a fuel tank, fuel pump, control valve, common-rail and a control unit.
  • the control unit is adapted to control the control valve and regulate the fuel flow to said common-rail.
  • DE102006000483 describes a fuel-injection system in an internal combustion engine of a motor vehicle.
  • the fuel-injection system comprises a fuel tank, a first fuel pump, control valve, a second fuel pump, common-rail and a control unit.
  • the control unit is adapted to control the control valve and regulate the fuel flow to said second pump.
  • US20030084871 describes a fuel dispensing system which is relevant when describing an excess supply of fuel to a common-rail from a high-pressure pump. Said excess supply of fuel is caused in this case by a faulty IMV valve. In the event of said excess supply of fuel, a setting for the engine's target idling speed is modified.
  • US 2006/243244 A1 describes a method for detection of a defective volume flow control valve in a fuel injection system in an internal combustion engine. The method is performed only when the fuel injection is switched off and detects leaking valves.
  • the IMV valve can be controlled, for example, by a PWM signal.
  • An open IMV valve means that fuel is released to the high-pressure pump which it turn means that the pressure in said common-rail increases.
  • the fuel flow to the high-pressure pump may be choked off combined with the fuel leaving said common-rail as it is dispensed to the engine's cylinders. It is of the utmost importance that the preferred fuel pressure can be quickly regulated and that the pressure does not fall or rise in the event of sudden changes to the dispensed quantity of fuel. This imposes strict requirements that the IMV valve will react quickly to changes in the generated PWM signal.
  • Slip-stick means that, in the event of a change in the PWM signal, the IMV valve's position is not immediately changed unless the change in the PWM signal is of major significance.
  • the inventors of the present invention have found that when the IMV valve finally moves, the control error in the regulation system has been integrated, causing the IMV valve's position to move too far. The inventors of the present invention have found that this can cause major fluctuations in the fuel pressure. If the pressure is too high, this may cause the pressure-relief valve to open, generating an error code and restricting the engine's performance. An error code may also be generated if the pressure is too low and should the pressure become too low, this may cause the engine to stop.
  • Said error codes for high and low pressure respectively do not however necessarily indicate that the IMV valve is seizing up (slip-stick).
  • a number of different sources of errors in the fuel system are possible.
  • the present invention proposes a diagnosis which clearly indicates that the IMV valve is faulty if such is the case.
  • One object of the present invention is to propose a novel and advantageous method for error detection in a fuel-supply system in a motor vehicle.
  • Another object of the invention is to propose a novel and advantageous device and a novel and advantageous computer programme for error detection in a fuel-supply system in a motor vehicle.
  • a further object of the invention is to propose a method, a device and a computer programme for precisely isolating a source of errors in a fuel system in a motor vehicle.
  • a further object of the invention is to propose a cost-effective method, device and computer programme for error detection in a fuel supply system in a motor vehicle.
  • Another object of the invention is to propose an alternative method, a novel and advantageous device and a novel and advantageous computer programme for error detection in a fuel-supply system in a motor vehicle.
  • a method for error detection in a fuel-supply system comprising a feed device for achieving a fuel-supply pressure in an engine and a valve device via which fuel is supplied to the feed device from a container in addition to devices for identifying said fuel-supply pressure in said engine, comprising the steps of:
  • the operating status can be determined on the basis of an engine speed and/or the quantity of fuel dispensed to the engine and/or the demand for a preferred pressure in a common-rail in the fuel supply system.
  • That said operating status is to be regarded as stationary means that said operating status is stationary or at least essentially stationary.
  • That said operating status is to be regarded as stationary means that said operating status is determined to be stationary or at least essentially stationary.
  • Said operating status may be considered stationary when the engine speed (n) and/or the quantity of fuel dispensed to the engine (280) is negligibly changed.
  • the fuel-supply system may be a common-rail-type system.
  • Said reference value may be determined on the basis of said predetermined operating status.
  • Said period may fall within a range of [10, 50] seconds.
  • Said predetermined deviation value may be 20 bar or more.
  • the number of occasions may be a value within the range of [5, 25] occasions.
  • an IMW valve with slip-stick can be identified if the determined fuel-supply pressure manifests relatively powerful and relatively slow vibrations/oscillations. This is dependent on the initial negligible PWM changes not causing the IMV valve to move and also on the generated PWM increasing as the regulating error worsens. Ultimately the IMV valve "loosens" and as the control signal is integrated, this leads to fluctuations in the fuel-supply pressure.
  • the method may further comprise the step of:
  • the method may further comprise the step of:
  • the method is simple to implement in existing motor vehicles.
  • Software for error detection in a fuel-supply system in a motor vehicle comprising at least one feed device for achieving a fuel-supply pressure in an engine and a valve device via which fuel is supplied to the feed device from a container, in addition to devices for identifying said fuel-supply pressure in said engine according to the invention, can be installed in a control unit in the vehicle during the manufacture thereof.
  • a purchaser of the vehicle may thus have the possibility of selecting the function of the method as an option.
  • software which comprises programme code for executing the innovative method for error detection in a fuel-supply system in a vehicle may be installed in a control unit of the vehicle on the occasion of upgrading at a service station.
  • the software may be loaded into a memory of the control unit.
  • Implementation of the innovative method is thus cost-effective, particularly as, according to one aspect of the invention, no further components need to be installed in the vehicle. Necessary hardware is currently already provided in the vehicle. The invention therefore proposes a cost-effective solution to the problems stated above.
  • Software comprising programme code for error detection in a fuel-supply system in a motor vehicle can be easily updated or replaced. Other components of the software can also be replaced independently of one another. This modular configuration is advantageous from a maintenance perspective.
  • a device for error detection in a fuel-supply system in a motor vehicle comprising a feed device for achieving a fuel-supply pressure in an engine and a valve device via which fuel is supplied to the feed device from a container in addition to devices for identifying said fuel-supply pressure in said engine, comprising:
  • the device may further comprise means for determining the operating status on the basis of an engine speed and/or the quantity of fuel dispensed to the engine and/or the demand for a preferred pressure in a common-rail in the fuel supply system.
  • the device may comprise a common-rail unit.
  • the device may comprise means for determining said reference value on the basis of said predetermined operating status.
  • the device may further comprise:
  • the device may further comprise:
  • the device may further comprise a further valve device which can be used independently of said valve device.
  • Said further valve device already be arranged in the immediate vicinity of said valve device.
  • Said further valve device may be identical to said valve device.
  • Said further valve device may a backup valve device.
  • a control unit in the fuel-supply system may be adapted to deactivate said valve device and activate said further valve device in the event that said valve device is not functioning as intended. In this case, said fuel may be conducted via said further valve device to the feed device from said container, instead of via said valve device.
  • the device may further comprise:
  • the foregoing object is also achieved with a motor vehicle comprising the characteristic device for error detection in a fuel-supply system.
  • the motor vehicle may be a truck, bus or passenger car.
  • a computer programme for error detection in a fuel-supply system in a motor vehicle, which computer programme comprises programme code stored on a computer-readable medium in order to cause an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-10.
  • a computer programme for error detection in a fuel-supply system in a motor vehicle, which computer programme comprises programme code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-10.
  • a computer programme product comprising a programme code stored on a computer-readable medium for performing the method steps according to any one of claims 1-10, which computer programme is run on an electronic control unit or another computer connected to the electronic control unit.
  • Figure 1 depicts a side view of a vehicle 100.
  • the exemplified vehicle 100 comprises a tractor unit 110 with a trailer 112.
  • the vehicle may be a heavy vehicle, such as a truck or a bus.
  • the vehicle may alternatively be a passenger car.
  • link refers herein to a communication link which may be a physical connection such as an opto-electronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
  • Figure 2 depicts a subsystem 299 of the vehicle 100.
  • the subsystem 299 is arranged in a tractor unit 110.
  • the subsystem 299 comprises a fuel tank 230 for holding, for example, diesel, ethanol or petrol.
  • the tank 230 may be adapted to hold any appropriate volume, for example 1500 litres.
  • a low-pressure pump 240 is adapted to suck up fuel from the tank 230 via a first line 231.
  • the low-pressure pump 240 is adapted to pressurise the fuel to approx. 8-12 bar.
  • the low-pressure pump 240 is adapted to supply fuel to a valve device 250 via a second line 241.
  • the valve device 250 may comprise an IMV valve.
  • the valve device 250 may be an electromechanical valve which can be controlled by a first control unit 200.
  • the first control unit 200 is adapted to communicate with the valve device 250 via a link L285.
  • the first control unit 200 is adapted to control the valve device 250 such that a fuel flow can thus be regulated.
  • the valve device 250 may manifest what is known as slip-stick under certain circumstances, such as after a certain amount of wear, ageing or if undesirable particles are present in the fuel.
  • the valve device 250 is adapted to communicate flow to a high-pressure pump 260 via a third line 251.
  • the high-pressure pump 260 is adapted to further pressurise the fuel and in this case feed the fuel to what is known as a common-rail unit 270 via a fourth line 261.
  • Said common-rail unit 270 is adapted to hold said pressurised fuel.
  • a pressure P_rail in the fuel present in said common-rail unit 270 may fall within a range of [500, 3000] bar.
  • the fuel-supply system may comprise a further valve device (not depicted) which can be used independently of said valve device 250.
  • Said further valve device may already be arranged in the immediate vicinity of said valve device 250.
  • Said further valve device may be identical to said valve device 250.
  • Said further valve device may a backup valve device.
  • a control unit in the fuel-supply system may be adapted to deactivate said valve device 250 and activate said further valve device in the event that said valve device 250 is not functioning as intended. In this case, said fuel is conducted via said further valve device to the feed device from said container instead of via said valve device 250.
  • the common-rail unit 270 communicates flow to a pressure-relief valve 290 via a fifth line 271.
  • the pressure-relief valve 290 may be what is known as an MDV valve.
  • the pressure-relief valve 290 may be a mechanical valve which is adapted to be opened at least partially in the event of an abnormal or inadvertent high pressure in the fuel in said common-rail unit 270.
  • the pressure-relief valve 290 is adapted to communicate flow to the fuel tank 230 via a sixth line 291.
  • Said common-rail unit 270 is adapted to supply fuel to cylinders in an engine 280 in the vehicle.
  • the engine 280 has five cylinders, a, b, c, d, e.
  • the first control unit 200 is adapted to communicate with the engine 280 via a link L281.
  • the first control unit 200 is adapted to control the engine 280 by means of stored control routines.
  • a speed sensor 282 is already arranged in the engine 280.
  • the speed sensor 282 is adapted to continuously determine a prevailing speed in the engine 280.
  • the speed sensor 282 is adapted to communicate with the first control unit 200 via a link L283.
  • the speed sensor 282 is adapted to continuously send signals containing information on a prevailing speed in the engine 280 to the first control unit 200 via the link L283.
  • a pressure sensor 287 is already arranged in the common-rail unit 270.
  • the pressure sensor 287 is adapted to continuously determine a prevailing pressure P_rail in the fuel in said common-rail unit 270.
  • the pressure sensor 287 is adapted to communicate with the first control unit 200 via a link L288.
  • the pressure sensor 287 is adapted to continuously send signals containing information on a prevailing pressure P_rail to the first control unit 200 via the link L288.
  • the first control unit 200 is adapted to continuously determine a quantity of fuel dispensed to the engine 280. This means continuously determining a prevailing fuel quantity dispensed to the engine 280. This may be effected on the basis of an acceleration demanded by means of an accelerator pedal 292.
  • the accelerator pedal 292 is adapted to continuously send signals containing information on acceleration demanded by a driver to the first control unit 200 via a link L283.
  • the first control unit 200 may be further adapted to control, after said indication, the oscillating motion of said valve device to avoid slip-stick.
  • a display screen 294 may be arranged in a cab in the vehicle 100.
  • the first control unit 200 is adapted to communicate with the display screen 294 via a link L295.
  • the display screen is adapted to indicate to a driver, where appropriate, that the valve device 250 is not functioning as intended.
  • the first control unit 200 is adapted to determine a reference value P_rail_ref for said prevailing pressure P_rail. This may be effected on the basis of an acceleration demanded by means of the accelerator pedal 292.
  • the accelerator pedal 292 is adapted to continuously send signals containing information on acceleration demanded by a driver to the first control unit 200 via the link L293.
  • the first control unit is adapted to:
  • a second control unit 210 is adapted to communicate with the first control unit 200 via a link L211.
  • the second control unit 210 may be detachably connected to the first control unit 200.
  • the second control unit 210 may be a control unit external to the vehicle 100.
  • the second control unit 210 may be adapted to perform the innovative method steps according to the invention.
  • the second control unit 210 may be used to transfer software to the first control unit 200, particularly software for implementing the innovative method.
  • the second control unit 210 may alternatively be adapted to communicate with the first control unit 200 via an internal network in the vehicle.
  • the second control unit 210 may be adapted to perform essentially the same functions as the first control unit 200, for example determining the number of occasions within a specified period a progression in the fuel-supply pressure in the common-rail unit alternately reaches a maximum or minimum value which to a specified extent deviates from a predetermined reference value and, if said number of occasions exceeds a specified value, taking this as an indication that an IMV valve in the fuel supply system is not functioning as intended.
  • Figure 3 illustrates schematically a diagram which describes a progression in the detected pressure P_rail in the fuel in the common-rail unit 270. According to this progression, the valve device 250 is manifesting what is known as slip-stick.
  • the diagram shows a reference level P_rail_ref for the pressure in the fuel in the common-rail unit 270.
  • This reference level can be determined by means of the first control unit 200.
  • This reference level corresponds to a preferred reference value for the pressure in the fuel in the common-rail unit 270.
  • a number of occasions N on which the maximum values and minimum values of the curve representing the pressure P_rail exceed or fall below said threshold values P_TH1 and P_TH2 respectively during a predetermined period of time DT is determined.
  • the number of occasions N is determined for the value 6, namely for the determined minimum and maximum values max1, max2, max3, min1, min2 and min3. These values exceed or fall below said threshold values P_TH1 and P_TH2.
  • the determined number of occasions N can then be compared to a predetermined value TH.
  • TH may be 3.
  • the determined number of occasions N exceeds TH, it can be determined that the valve device 250 is not functioning as intended (due to slip-stick).
  • Figure 4a illustrates schematically a flowchart of a method for error detection in a fuel-supply system in a motor vehicle comprising at least one feed device for achieving a fuel-supply pressure in an engine and a valve device via which fuel is supplied to the feed device from a container, in addition to devices for identifying said fuel-supply pressure in said engine, according to one embodiment of the invention.
  • the method comprises a first method step s401.
  • the step s401 comprises the step of
  • Figure 4b illustrates schematically a flowchart of a method for error detection in a fuel-supply system in a motor vehicle comprising at least one feed device for achieving a fuel-supply pressure in an engine and a valve device via which fuel is supplied to the feed device from a container, in addition to devices for identifying said fuel-supply pressure in said engine, according to one embodiment of the invention.
  • the method comprises a first method step s410.
  • Method step s410 comprises the step of determining a prevailing operating status in said engine: The operating status may, for example, be determined on the basis of an engine speed and/or the quantity of fuel dispensed to the engine and/or the demand for a preferred pressure in a common-rail 270 in the fuel supply system.
  • a subsequent method step s415 is performed.
  • the method step s415 comprises the step of determining whether said determined operating status corresponds to a predetermined operating status, which operating status is regarded as stationary; the operating status may be regarded as stationary when the engine speed in the engine and/or the fuel supply to the engine is negligibly changed.
  • the engine speed in the engine may be regarded as negligibly changed when this is not changed by more than +/-50 rpm during a predetermined period of time.
  • the engine speed in the engine may be regarded as negligibly changed when this is not changed by more than +/-20 rpm during a predetermined period of time.
  • the fuel supply to the engine may be regarded as negligibly changed when this is not changed by more than +/-20 rpm during a predetermined period of time.
  • the method step s420 comprises the step of continuously determining a progression in said fuel-supply pressure P_rail during said determined operating status.
  • the pressure sensor 287 may continuously detect a prevailing pressure in the fuel in said common-rail 270.
  • the method step s430 comprises the step of determining the number of occasions N within a specified period DT said fuel-supply pressure P_rail alternately reaches a maximum or minimum value (e.g. max1, min1, max2, min2, max3, min3) that deviates from a predetermined reference value P_rail_ref by more than a predetermined deviation value.
  • Said period DT may, for example, be 30 seconds.
  • Said period DT may be shorter than 30 seconds.
  • Said period DT may be longer than 30 seconds.
  • Said maximum or minimum values are defined herein as the maximum values or minimum values of periodic oscillations in said continuously determined progression in said fuel-supply pressure P_rail.
  • the method step s440 comprises the step of comparing the number of determined deviations according to step s430 with a predetermined value.
  • Said predetermined value may be any appropriate value TH, for example 3 or 10, depending on the determined progression's frequency F and said specified period DT.
  • the method step s450 comprises the step of determining whether the valve device 240 is functioning as intended. If said determined number of occasions exceeds said appropriate value TH, it may be determined that the valve device 240 is not functioning as intended. If said determined number of occasions falls below said appropriate value TH, it may be determined that the valve device 240 is functioning as intended. If it is determined that the valve device 240 is not functioning as intended, i.e. no, a subsequent method step s460 is performed. If it is determined that the valve device 240 is functioning as intended, i.e. yes, the method ends.
  • the method step s460 comprises the step of indicating that said valve device 240 is not functioning as intended. This can be effected visually by means of a display screen arranged in the driver's cab. According to one embodiment, an error code is generated in the first control unit 200, which code indicates that the valve device 250 is not functioning as intended. After the method step s460, a subsequent method step s470 is performed.
  • the method step s470 comprises the step of performing an action. This method step is optional. Said action may be any appropriate action. Said action may comprise changing a prevailing operating mode in the first control unit 200 to a different appropriate operating mode, for example a limp-home operating mode. The method ends after the method step s470.
  • FIG. 5 depicts a diagram of an embodiment of a device 500.
  • the control units 200 and 210 described with reference to Figure 2 may comprise the device 500.
  • the device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550.
  • the non-volatile memory 520 has a first memory element 530 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 500.
  • the device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transmission unit, an event counter and an interruption controller (not depicted).
  • the non-volatile memory 520 has also a second memory element 540.
  • the programme P comprises routines for determining the operating status on the basis of an engine speed in the engine 230 and/or the quantity of fuel dispensed to the engine and/or the demand for the preferred pressure in a common-rail in the fuel supply system.
  • the programme P comprises routines for generating a predetermined error code at said indication.
  • the programme P comprises routines for activating a further valve device and deactivating the valve device 250 at said indication.
  • an incorrectly functioning valve device may be replaced by a backup valve device.
  • the programme P comprises routines for controlling, after said indication, the oscillating motion of said valve device 250 to avoid slip-stick.
  • the programme P may be stored in an executable form or compressed form in a memory of 560 and/or in a read/write memory 550.
  • the data processing unit 510 performs a certain function, it means that the data processing unit 510 effects a certain part of the programme which is stored in the memory 560 or a certain part of the programme which is stored in the read/write memory 550.
  • the data processing device 510 may communicate with a data port 599 via a data bus 515.
  • the non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512.
  • the separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511.
  • the read/write memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514.
  • the links for example L211, L281, L283, L288, L293 and L295, may be connected to the data port 599 (see Figure 2 ).
  • signals received on the data port 599 contain information on a prevailing fuel pressure P_rail in the common-rail unit 270.
  • signals received on the data port 599 contain information on a prevailing speed in the vehicle's engine.
  • the data processing device 500 comprises routines for continuously determining a prevailing quantity of fuel dispensed to the engine from the common-rail unit 270.
  • the data processing device 500 comprises routines for continuously determining a demand for the preferred pressure P-rail in said common-rail 270 in the fuel-supply system.
  • Parts of the methods herein described may be effected by the device 500 by means of the data processing unit 510 which runs the programme stored in the memory 560 or the read/write memory 550. When the device 500 runs the programme, methods herein described are executed.

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 (25)

  1. Verfahren zur Fehlererkennung in einem Kraftstoffversorgungssystem, das eine Zufuhreinrichtung (260) zum Aufbau eines Kraftstoffversorgungsdrucks (P-rail) in einem Verbrennungsmotor (280) und eine Ventileinrichtung (250) aufweist, über die Kraftstoff aus einem Behälter (230) der Zufuhreinrichtung (260) zugeführt wird, zusätzlich zu Einrichtungen (287) zum Identifizieren des Kraftstoffversorgungsdrucks (P_rail) in diesem Verbrennungsmotor (280), das die Schritte aufweist:
    - Bestimmen (s410) eines herrschenden Betriebszustands in diesem Verbrennungsmotor (280);
    - Bestimmen (s415), ob der bestimmte Betriebszustand einem vorgegebenen Betriebszustand entspricht, wobei dieser Betriebszustand als stationär betrachtet wird;
    - kontinuierliches Bestimmen (s420) eines Anstiegs des Kraftstoffversorgungsdrucks (P_rail) während des vorgegebenen Betriebszustands;
    gekennzeichnet durch die Schritte:
    Bestimmen (s430) der Anzahl der Anlässe (N) innerhalb einer vorgeschriebenen Periode (DT), in der der Kraftstoffversorgungsdruck (P_rail) abwechselnd einen maximalen oder einen minimalen Wert (max1, min1, max2, min2, max3, min3) erreicht, der von einem vorgegebenen Referenzwert (P_rail_ref) um mehr als einen vorgegebenen Abweichungswert abweicht;
    - wobei dann, wenn diese Anzahl der Anlässe (N) einen vorgeschriebenen Wert (TH) überschreitet, dies als Anzeichen dafür gilt, dass die Ventileinrichtung (250) nicht wie vorgesehen funktioniert.
  2. Verfahren nach Anspruch 1, wobei der Betriebszustand auf Basis einer Drehzahl (n) des Verbrennungsmotors und/oder der dem Verbrennungsmotor (280) gelieferten Kraftstoffmenge und/oder der Anforderung für den vorgegebenen Referenzwert (P_rail_ref) in einem Common-Rail im Kraftstoffversorgungssystem bestimmt wird.
  3. Verfahren nach Anspruch 1 oder 2, wobei der Betriebszustand als stationär betrachtet wird, wenn sich die Drehzahl (n) des Verbrennungsmotors und/oder die dem Verbrennungsmotor (280) gelieferte Kraftstoffmenge nur unerheblich ändert.
  4. Verfahren nach einem der vorigen Ansprüche, wobei das Kraftstoffversorgungssystem ein System des Common-Rail-Typs ist.
  5. Verfahren nach einem der vorigen Ansprüche, wobei der Referenzwert (P_rail_ref) auf Basis des vorgegebenen Betriebszustands bestimmt wird.
  6. Verfahren nach einem der vorigen Ansprüche, wobei die Periode (DT) innerhalb eines Bereichs von [10, 50] Sekunden liegt.
  7. Verfahren nach einem der vorigen Ansprüche, wobei der vorgegebene Abweichungswert 20 bar oder mehr beträgt.
  8. Verfahren nach einem der vorigen Ansprüche, wobei die Anzahl der Anlässe (N) innerhalb des Bereichs von [5, 25] Anlässen liegt.
  9. Verfahren nach einem der vorigen Ansprüche, das ferner den Schritt aufweist:
    - Erzeugen (s460) eines vorgegebenen Fehlercodes bei diesem Anzeichen.
  10. Verfahren nach einem der vorigen Ansprüche, das ferner den Schritt aufweist:
    - Steuern (s470) der oszillierenden Bewegung der Ventileinrichtung nach dem Anzeichen.
  11. Vorrichtung zur Fehlererkennung in einem Kraftstoffversorgungssystem , das eine Zufuhreinrichtung (260) zum Aufbau eines Kraftstoffversorgungsdrucks (P-rail) in einem Verbrennungsmotor (280) und eine Ventileinrichtung (250) aufweist, über die Kraftstoff aus einem Behälter (230) der Zufuhreinrichtung (260) zugeführt wird, zusätzlich zu Einrichtungen (287) zum Identifizieren des Kraftstoffversorgungsdrucks in diesem Verbrennungsmotor (280), aufweisend
    - Mittel (200; 210; 500) zum Bestimmen eines herrschenden Betriebszustands in diesem Verbrennungsmotor;
    - Mittel (200; 210; 500) zum Bestimmen, ob der bestimmte Betriebszustand einem vorgegebenen Betriebszustand entspricht, wobei dieser Betriebszustand als stationär betrachtet wird;
    - Mittel (200; 210; 500) zum kontinuierlichen Bestimmen eines Anstiegs des Kraftstoffversorgungsdrucks (P_rail) während des vorgegebenen Betriebszustands, gekennzeichnet durch:
    - Mittel (200; 210; 500) zum Bestimmen der Anzahl der Anlässe (N) innerhalb einer vorgeschriebenen Periode (DT), in der der Kraftstoffversorgungsdruck (P_rail) abwechselnd einen maximalen oder einen minimalen Wert (max1, min1, max2, min2, max3, min3) erreicht, der von einem vorgegebenen Referenzwert (P_rail_ref) um mehr als einen vorgegebenen Abweichungswert abweicht;
    - Mittel (200; 210; 500), die dann, wenn diese Anzahl der Anlässe (N) einen vorgeschriebenen Wert (TH) überschreitet, dies als Anzeichen dafür nehmen, dass die Ventileinrichtung (250) nicht wie vorgesehen funktioniert.
  12. Vorrichtung nach Anspruch 11, die ferner Mittel (200; 210; 500) zum Bestimmen des Betriebszustands auf Basis einer Drehzahl (n) des Verbrennungsmotors und/oder der dem Verbrennungsmotor (280) gelieferten Kraftstoffmenge und/oder der Anforderung für den vorgegebenen Referenzwert (P_rail_ref) in einem Common-Rail im Kraftstoffversorgungssystem aufweist.
  13. Vorrichtung nach Anspruch 11 oder 12, wobei der Betriebszustand als stationär betrachtet wird, wenn sich die Drehzahl (n) des Verbrennungsmotors und/oder die dem Verbrennungsmotor (280) gelieferte Kraftstoffmenge nur unerheblich ändert.
  14. Vorrichtung nach einem der Ansprüche 11 bis 13, wobei das Kraftstoffversorgungssystem ein System des Common-Rail-Typs ist.
  15. Vorrichtung nach einem der Ansprüche 11 bis 14, die Mittel (200; 210; 500) zur Bestimmung des Referenzwertes (P_rail_ref) auf Basis des vorgegebenen Betriebszustands aufweist.
  16. Vorrichtung nach einem der Ansprüche 11 bis 15, wobei die Periode (DT) innerhalb eines Bereichs von [10, 50] Sekunden liegt.
  17. Vorrichtung nach einem der Ansprüche 11 bis 16, wobei der vorgegebene Abweichungswert 20 bar oder mehr beträgt.
  18. Vorrichtung nach einem der Ansprüche 11 bis 17, wobei die Anzahl der Anlässe (N) innerhalb des Bereichs von [5, 25] Anlässen liegt.
  19. Vorrichtung nach einem der Ansprüche 11 bis 18, die ferner
    - Mittel (200; 210; 500) zum Erzeugen eines vorgegebenen Fehlercodes bei diesem Anzeichen aufweist.
  20. Vorrichtung nach einem der Ansprüche 11 bis 19, die ferner aufweist:
    - eine weitere Zufuhreinrichtung (240), die zwischen dem Behälter (230) und der Ventileinrichtung (250) angeordnet ist.
  21. Vorrichtung nach einem der Ansprüche 11 bis 20, die ferner
    - eine weitere Ventileinrichtung aufweist, die unabhängig von der Ventileinrichtung (250) verwendet werden kann.
  22. Vorrichtung nach einem der Ansprüche 11 bis 21, die ferner
    - Mittel (200; 210; 500) zum Steuern der oszillierenden Bewegung der Ventileinrichtung (250) nach dem Anzeichen aufweist.
  23. Kraftfahrzeug (100; 110), das eine Vorrichtung gemäß einem der Ansprüche 11 bis 22 aufweist.
  24. Kraftfahrzeug (100; 110) nach Anspruch 23, wobei das Kraftfahrzeug entweder ein Lastkraftwagen, ein Bus oder ein Personenkraftwagen ist.
  25. Computerprogrammprodukt mit einem Programmcode, der zur Ausführung der Verfahrensschritte nach einem der Ansprüche 1 bis 10 auf einem computerlesbaren Medium gespeichert ist, wobei der Computerprogrammcode bei Ausführung auf einer elektronischen Steuereinheit (200; 500) oder einem anderen mit der elektronischen Steuereinheit (200; 500) verbundenen Computer (210; 500) den Computer veranlasst, die Verfahrensschritte nach einem der Ansprüche 1 bis 10 auszuführen.
EP12856964.7A 2011-12-13 2012-12-10 Vorrichtung und verfahren zur fehlererkennung in einem kraftstoffversorgungssystem eines kraftfahrzeugs Not-in-force EP2791496B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1151190 2011-12-13
PCT/SE2012/051367 WO2013089621A1 (en) 2011-12-13 2012-12-10 Device and method for fault detection in a fuel supply system of a motor vehicle

Publications (3)

Publication Number Publication Date
EP2791496A1 EP2791496A1 (de) 2014-10-22
EP2791496A4 EP2791496A4 (de) 2015-12-02
EP2791496B1 true EP2791496B1 (de) 2017-09-20

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EP12856964.7A Not-in-force EP2791496B1 (de) 2011-12-13 2012-12-10 Vorrichtung und verfahren zur fehlererkennung in einem kraftstoffversorgungssystem eines kraftfahrzeugs

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1261575B (it) * 1993-09-03 1996-05-23 Fiat Ricerche Metodo di diagnosi di malfunzionamenti del circuito ad alta pressione di impianti di iniezione ad alta pressione per motori a combustione interna
DE19757594C2 (de) * 1997-12-23 2002-11-28 Siemens Ag Verfahren und Vorrichtung zur Funktionsüberwachung eines Druckreglers
US6053147A (en) * 1998-03-02 2000-04-25 Cummins Engine Company, Inc. Apparatus and method for diagnosing erratic pressure sensor operation in a fuel system of an internal combustion engine
DE19950222A1 (de) * 1999-10-19 2001-04-26 Bosch Gmbh Robert Verfahren und Vorrichtung zur Diagnose eines Kraftstoffversorgungssystems
DE10329331B3 (de) * 2003-06-30 2005-05-25 Siemens Ag Verfahren zur Diagnose eines Volumenstromregelventils bei einer Brennkraftmaschine mit Hochdruck-Speichereinspritzsystem
US7286945B2 (en) * 2003-11-19 2007-10-23 Honeywell International Inc. Apparatus and method for identifying possible defect indicators for a valve
DE102005004423B3 (de) * 2005-01-31 2006-06-14 Siemens Ag Verfahren zum Überwachen der Funktionsfähigkeit eines Kraftstoffeinspritzsystems

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Title
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EP2791496A1 (de) 2014-10-22

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