EP0764777A2 - Méthode et appareil pour la commande d'un moteur à combustion interne - Google Patents

Méthode et appareil pour la commande d'un moteur à combustion interne Download PDF

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Publication number
EP0764777A2
EP0764777A2 EP96110218A EP96110218A EP0764777A2 EP 0764777 A2 EP0764777 A2 EP 0764777A2 EP 96110218 A EP96110218 A EP 96110218A EP 96110218 A EP96110218 A EP 96110218A EP 0764777 A2 EP0764777 A2 EP 0764777A2
Authority
EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
metering
fault
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96110218A
Other languages
German (de)
English (en)
Other versions
EP0764777B1 (fr
EP0764777A3 (fr
Inventor
Jürgen Biester
Martin Dipl.-Ing. Grosser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0764777A2 publication Critical patent/EP0764777A2/fr
Publication of EP0764777A3 publication Critical patent/EP0764777A3/fr
Application granted granted Critical
Publication of EP0764777B1 publication Critical patent/EP0764777B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • a safety shut-off valve is usually provided to ensure a safety shutdown in the event of a fault.
  • Such a safety shut-off valve is called ELAB in diesel internal combustion engines.
  • the object of the invention is to ensure a safety shutdown in a method and a device for controlling an internal combustion engine of the type mentioned at the outset, which ensures shutdown as quickly as possible.
  • the procedure according to the invention has the advantage that rapid shutdown in the event of a fault is also possible with so-called common rail systems. At the same time, the pressure in the high-pressure section is quickly released in the event of a fault.
  • the usual shut-off valve and its control can be omitted, which means a considerable saving in costs. A test of the facility is not necessary as this is ensured by normal operation.
  • FIG. 1 shows an injection system according to the invention and FIG. 2 shows various injection pulses plotted over time.
  • the device according to the invention is illustrated below using the example of a self-igniting internal combustion engine in which the fuel metering is controlled by means of a solenoid valve.
  • the embodiment shown in Figure 1 relates to a so-called common rail system.
  • the procedure according to the invention is not restricted to these systems.
  • 100 denotes an internal combustion engine which is supplied with fresh air via an intake line 105 and emits exhaust gases via an exhaust line 110.
  • the internal combustion engine shown is a four-cylinder internal combustion engine.
  • An injector 120, 121, 122 and 123 is assigned to each cylinder of the internal combustion engine.
  • Fuel is metered into the injectors via solenoid valves 130, 131, 132 and 133.
  • the fuel passes from a so-called rail 135 via the injectors 120, 121, 122 and 123 into the cylinders of the internal combustion engine 100.
  • the fuel in the rail 135 is brought to an adjustable pressure by a high-pressure pump 145.
  • the high-pressure pump 145 is connected to a fuel delivery pump 155 via a solenoid valve 150.
  • the fuel delivery pump 155 is connected to a fuel reservoir 160.
  • the valve 150 comprises a coil 152.
  • the solenoid valves 130, 131, 132 and 133 contain coils 140, 141, 142 and 143 which can be supplied with current by means of an output stage 175.
  • the output stage 175 is preferably arranged in a control unit 170, which controls the coil 152 accordingly.
  • a sensor 177 is provided, which detects the pressure in the rail 135 and sends a corresponding signal to the control unit 170.
  • An error detection 176 evaluates various signals and, in the event of an error, applies a corresponding signal to the output stage 175 and the valve 152.
  • a flow limiter 180, 181, 182 and 183 is arranged between the rail 135 and the injectors 120 to 123.
  • the injector and the flow limiter preferably form a structural unit.
  • the flow limiter can also be arranged between the solenoid valve and the rail or between the solenoid valve and the respective injector.
  • the flow restrictors are designed such that they interrupt the connection between the rail 135 and the injectors if more than a predetermined amount of fuel flows through this line.
  • the flow limiter closes when a certain amount of fuel is metered. This quantity is selected so that it is larger than the largest quantity that occurs during error-free operation. It is therefore larger than the full load quantity or the starting quantity.
  • the amount is also selected so that it is smaller than the amount at which the internal combustion engine is damaged.
  • the fuel feed pump 155 conveys the fuel from the reservoir via the valve 150 to the high-pressure pump 145.
  • the high-pressure pump 145 builds up a predeterminable pressure in the rail 135. Pressure values of approximately 30 to 100 bar are usually achieved in the rail 135 in systems for spark-ignited internal combustion engines and pressure values of approximately 1000 to 2000 bar in the case of self-igniting internal combustion engines.
  • the corresponding solenoid valves 130 to 133 are activated.
  • the control signals for the coils determine the start of injection and the end of injection of the fuel by injectors 120 to 123.
  • an error occurs in such a system, this may be, for example, a defect in the area of the control unit 170, the high-pressure part and / or the injection valves, it must be ensured that the internal combustion engine comes to a safe standstill.
  • the high-pressure pump 145 In particular, in systems in which the high-pressure pump 145 is driven directly by the internal combustion engine, and thus the high-pressure pump 145 continues to deliver while the internal combustion engine is running, the high-pressure pump 145 cannot be switched off. Therefore, other measures must be taken to ensure that the pressure in the high-pressure section is quickly reduced and the fuel supply is cut off.
  • the procedure according to the invention is now as follows. If the error monitor 175 detects an error, the error monitor 175 switches over to an emergency drive program. This means that the valve 150 is brought into its closed state. This ensures that no further fuel is provided by the pump 115.
  • the solenoid valves 140, 141, 142 and 143 are controlled such that they release the fuel metering in an angular position of the crankshaft, in which the injection makes no contribution to the torque of the internal combustion engine. It is particularly advantageous if the fuel metering is released in the area of the bottom dead center. This means that the fuel is metered immediately before the exhaust valves of the internal combustion engine are opened.
  • the valve can be saved.
  • the fuel is metered in the largest possible angular range so that the injected quantity assumes a larger value than the quantity that the high-pressure pump 145 delivers.
  • this measure rapidly reduces the pressure in the high-pressure part, in particular in the rail 135, and at the same time the internal combustion engine comes to a standstill.
  • FIG. 2a the angular ranges at which fuel metering is usually carried out are plotted using crankshaft degrees.
  • the fuel is usually metered in the area of the top dead center TDC of the respective cylinder.
  • the duration of the metering is between 0 ° and 40 ° crankshaft.
  • FIG. 2b The situation in the event of a fault is plotted in FIG. 2b.
  • the injection now takes place in the area of the bottom dead center UT, the duration of the injection being considerably longer than in normal operation.
  • the duration of the injection is chosen so that the injection flowing fuel quantity assumes such a value that the flow limiters respond and thereby prevent further fuel supply to the cylinders.
  • the amount at which the flow limiters respond should be selected so that no damage to the internal combustion engine occurs with this amount.
  • the injection for emergency shutdown is preferably carried out outside the compression stroke, that is, between 0 degrees crankshaft and 270 degrees crankshaft.
  • the angular range of approximately 100 ° to 200 ° crankshaft after top dead center was recognized as particularly favorable.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP96110218A 1995-09-23 1996-06-25 Méthode et appareil pour la commande d'un moteur à combustion interne Expired - Lifetime EP0764777B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19535418 1995-09-23
DE19535418 1995-09-23
DE19605417 1996-02-14
DE19605417 1996-02-14

Publications (3)

Publication Number Publication Date
EP0764777A2 true EP0764777A2 (fr) 1997-03-26
EP0764777A3 EP0764777A3 (fr) 1998-12-23
EP0764777B1 EP0764777B1 (fr) 2003-03-19

Family

ID=26018872

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96110218A Expired - Lifetime EP0764777B1 (fr) 1995-09-23 1996-06-25 Méthode et appareil pour la commande d'un moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP0764777B1 (fr)
JP (1) JP4071838B2 (fr)
KR (1) KR100413711B1 (fr)
DE (2) DE59610232D1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2762358A1 (fr) * 1997-04-16 1998-10-23 Peugeot Dispositif de controle du fonctionnement d'un moteur diesel, notamment de vehicule automobile
EP0899443A2 (fr) * 1997-08-29 1999-03-03 Isuzu Motors Limited Procédé et dispositif d'injection de carburant d'un moteur à combustion
EP1087121A2 (fr) * 1999-09-22 2001-03-28 Adam Opel Ag Méthode de commande d'injection dans un moteur diesel à injection directe
EP2071167A1 (fr) * 2007-12-10 2009-06-17 Hitachi Ltd. Appareil d'alimentation de carburant haute pression et appareil de commande pour moteur à combustion interne
EP2123890A1 (fr) * 2008-05-21 2009-11-25 GM Global Technology Operations, Inc. Procédé et dispositif de régulation de la pression d'un système d'injection à rampe commune
EP2187029A1 (fr) * 2008-11-14 2010-05-19 Hitachi Automotive Systems Ltd. Appareil de contrôle pour moteur à combustion interne
CN103052784A (zh) * 2011-05-13 2013-04-17 丰田自动车株式会社 内燃机的控制装置

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4221332B2 (ja) * 2004-05-12 2009-02-12 三菱電機株式会社 内燃機関の燃料噴射制御装置
JP4343762B2 (ja) * 2004-05-12 2009-10-14 三菱電機株式会社 内燃機関の燃料噴射制御装置
CN100422526C (zh) * 2005-06-23 2008-10-01 通用汽车环球科技运作公司 动态发动机泵气功的估计算法
DE102008001444A1 (de) 2008-04-29 2009-11-05 Robert Bosch Gmbh Verfahren zum Bestimmen eines Überdrucks in einem Kraftstoffspeicher eines Einspritzsystems einer Brennkraftmaschine
WO2014008936A1 (fr) * 2012-07-12 2014-01-16 Wärtsilä Switzerland Ltd. Procédé de commande d'un injecteur défectueux
JP6303944B2 (ja) * 2014-09-16 2018-04-04 株式会社デンソー 燃料噴射制御装置
DE102019208018A1 (de) * 2019-05-31 2020-12-03 Robert Bosch Gmbh Verfahren zum Erkennen eines leckagebehafteten Kraftstoffinjektors

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5201294A (en) * 1991-02-27 1993-04-13 Nippondenso Co., Ltd. Common-rail fuel injection system and related method
DE4229409A1 (de) * 1992-09-03 1994-03-10 Bayerische Motoren Werke Ag Sicherheitseinrichtung zum selbsttätigen Abschalten einer Kraftstoffpumpe einer Brennkraftmaschine
DE4344190A1 (de) * 1993-12-23 1995-06-29 Orange Gmbh Kraftstoffeinspritzvorrichtung mit Hochdruck-Kraftstoffspeicher

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5201294A (en) * 1991-02-27 1993-04-13 Nippondenso Co., Ltd. Common-rail fuel injection system and related method
DE4229409A1 (de) * 1992-09-03 1994-03-10 Bayerische Motoren Werke Ag Sicherheitseinrichtung zum selbsttätigen Abschalten einer Kraftstoffpumpe einer Brennkraftmaschine
DE4344190A1 (de) * 1993-12-23 1995-06-29 Orange Gmbh Kraftstoffeinspritzvorrichtung mit Hochdruck-Kraftstoffspeicher

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2762358A1 (fr) * 1997-04-16 1998-10-23 Peugeot Dispositif de controle du fonctionnement d'un moteur diesel, notamment de vehicule automobile
EP0899443A2 (fr) * 1997-08-29 1999-03-03 Isuzu Motors Limited Procédé et dispositif d'injection de carburant d'un moteur à combustion
EP0899443A3 (fr) * 1997-08-29 2000-11-08 Isuzu Motors Limited Procédé et dispositif d'injection de carburant d'un moteur à combustion
EP1087121A2 (fr) * 1999-09-22 2001-03-28 Adam Opel Ag Méthode de commande d'injection dans un moteur diesel à injection directe
EP1087121A3 (fr) * 1999-09-22 2003-05-02 Adam Opel Ag Méthode de commande d'injection dans un moteur diesel à injection directe
US7735472B2 (en) 2007-12-10 2010-06-15 Hitachi, Ltd. High-pressure fuel supply apparatus and control apparatus for internal combustion engine
EP2071167A1 (fr) * 2007-12-10 2009-06-17 Hitachi Ltd. Appareil d'alimentation de carburant haute pression et appareil de commande pour moteur à combustion interne
EP2123890A1 (fr) * 2008-05-21 2009-11-25 GM Global Technology Operations, Inc. Procédé et dispositif de régulation de la pression d'un système d'injection à rampe commune
US7891342B2 (en) 2008-05-21 2011-02-22 GM Global Technology Operations LLC Method and system for controlling operating pressure in a common-rail fuel injection system, particularly for a diesel engine
EP2187029A1 (fr) * 2008-11-14 2010-05-19 Hitachi Automotive Systems Ltd. Appareil de contrôle pour moteur à combustion interne
CN101737185A (zh) * 2008-11-14 2010-06-16 日立汽车系统株式会社 内燃机的控制装置
US8240290B2 (en) 2008-11-14 2012-08-14 Hitachi Automotive Systems, Ltd. Control apparatus for internal combustion engine
CN101737185B (zh) * 2008-11-14 2013-05-22 日立汽车系统株式会社 内燃机的控制装置
CN103052784A (zh) * 2011-05-13 2013-04-17 丰田自动车株式会社 内燃机的控制装置
CN103052784B (zh) * 2011-05-13 2015-09-30 丰田自动车株式会社 内燃机的控制装置

Also Published As

Publication number Publication date
JP4071838B2 (ja) 2008-04-02
KR100413711B1 (ko) 2004-03-30
KR970016070A (ko) 1997-04-28
DE19636397A1 (de) 1997-03-27
EP0764777B1 (fr) 2003-03-19
DE59610232D1 (de) 2003-04-24
EP0764777A3 (fr) 1998-12-23
JPH09112319A (ja) 1997-04-28

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