EP0795076B1 - Procede et dispositif permettant de surveiller un systeme de dosage de carburant - Google Patents

Procede et dispositif permettant de surveiller un systeme de dosage de carburant Download PDF

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Publication number
EP0795076B1
EP0795076B1 EP96913440A EP96913440A EP0795076B1 EP 0795076 B1 EP0795076 B1 EP 0795076B1 EP 96913440 A EP96913440 A EP 96913440A EP 96913440 A EP96913440 A EP 96913440A EP 0795076 B1 EP0795076 B1 EP 0795076B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pump
cylinder
metering system
pressure
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.)
Expired - Lifetime
Application number
EP96913440A
Other languages
German (de)
English (en)
Other versions
EP0795076A1 (fr
Inventor
Rainer Burkel
Bernhard Bronkal
Jürgen Biester
Martin Grosser
Rainer ÖTTINGER
Wilhelm Eyberg
Lutz-Martin Fink
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
Priority claimed from DE19548279A external-priority patent/DE19548279B4/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0795076A1 publication Critical patent/EP0795076A1/fr
Application granted granted Critical
Publication of EP0795076B1 publication Critical patent/EP0795076B1/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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/226—Fail safe control for fuel injection pump
    • 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
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • 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
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to a method and a device to monitor a fuel metering system according to General terms of the independent claims.
  • Such a method and such a device is out the US-A5 241 933 known.
  • Document JP, A, 57 020553 discloses monitoring a fuel metering system of a diesel internal combustion engine, wherein a defect in the metering system is detected when an output signal of a structure-borne noise sensor and / or an acceleration sensor deviates from a predeterminable value.
  • the invention has for its object in a Device and a method for monitoring a Kratstoffzumeßsystems of the type mentioned as possible to be able to recognize errors reliably and easily.
  • This Task is by the in the independent claims marked features solved.
  • FIG. 1 shows a block diagram of the invention Device
  • Figure 2 shows the output signals of a knock sensor Plotted against time
  • Figure 3 is a flow chart for Explanation of the procedure according to the invention
  • FIG. 4 1 shows a schematic illustration of an internal combustion engine
  • FIG. 5 shows a block diagram of the signal evaluation
  • FIG. 6 various signals plotted over time.
  • Example of a self-igniting internal combustion engine shown in which the fuel metering by means of a Solenoid valve is controlled.
  • the one shown in Figure 1 Embodiment relates to a so-called common rail system.
  • the procedure according to the invention is not based on this Systems limited. It can be used with all systems be, where a corresponding fuel metering is possible.
  • an internal combustion engine is referred to an intake line 105 receives fresh air and emits 110 exhaust gases via an exhaust pipe.
  • the internal combustion engine shown is a four-cylinder internal combustion engine. Every cylinder the Internal combustion engine is an injector 120, 121, 122 and 123 assigned. The injectors are connected via solenoid valves 130, 131, 132 and 133 fuel metered. The fuel arrives from a so-called rail 135 via the injectors 120, 121, 122 and 123 into the cylinders of internal combustion engine 100.
  • the fuel in the rail 135 is from a high pressure pump 145 brought to an adjustable pressure.
  • the High pressure pump 145 is connected to a via a solenoid valve 150
  • Fuel delivery pump 155 connected.
  • the fuel delivery pump communicates with a fuel tank 160.
  • Electric fuel pumps or mechanical fuel pumps are used.
  • an electric fuel pump is a pre-filter necessary. Due to high fuel temperatures the electric fuel pump preferably near the Tanks arranged. This results in large volumes between Electric fuel pump and high pressure pump large and therefore long switch-off times. Rapid pressure relief, in particular in the event of an error, this is only possible with increased effort.
  • Solenoid valve 150 necessary in the event of a fault Fuel supply to the high pressure pump 145 is cut off.
  • the Shut-off valve 150 can optionally be used as a separate construction Unit run. But you can also in on the suction side the high pressure pump 145 or pressure side in the Pre-feed pump 155 can be integrated.
  • the valve 150 comprises a coil 152.
  • the solenoid valves 130, 131, 132 and 133 include coils 140, 141, 142 and 143 that each supplied with current by means of an output stage 175 can be.
  • the final stage 175 is preferably in one Control device 170 arranged that the coil 152 accordingly controls.
  • a sensor 177 is provided which detects the pressure in the Rail 135 detected and a corresponding signal to the Control unit 170 conducts.
  • a so-called Structure-borne noise sensor which is acoustically good is placed on the engine. This Structure-borne noise sensor acts on the control unit with a corresponding signal.
  • an acceleration sensor or a knock sensor be used.
  • the Fuel delivery pump 155 delivers the fuel from the Storage container via valve 150 to high pressure pump 145.
  • the high pressure pump 145 builds one in the rail 135 predefinable pressure on. Usually pressure values achieved greater than 800 bar in Rail 135.
  • the Control signals for the coils set the Start of injection and end of injection of fuel the injectors 120 to 123.
  • the control signals are depending on the control unit from different Operating conditions, such as the driver's request, the speed and other sizes.
  • FIG 2 is the output signal of the structure-borne noise sensor plotted on the angular position of the crankshaft.
  • Figure 2a is the output signal of the structure-borne noise sensor at error-free operation of all injectors via the Angular position of the crankshaft recorded.
  • the first Cylinder is metered in the first cylinder. This leads during metering or during combustion a significant signal from the structure-borne noise sensor.
  • On the corresponding signal occurs during combustion in the second Cylinder with 180 ° crankshaft, when burning in third cylinder at 360 ° and combustion in the fourth Cylinder at 540 ° crankshaft.
  • step 301 Output signal of the structure-borne noise sensor at Fuel metering in the first cylinder Z1 detected. Accordingly, in step 300 Structure-borne noise sensor signal during combustion in the second Cylinder Z2 detected. In steps 302 and 303, that is Structure-borne noise sensor signal for the cylinders Z3 and Z4 detected. In step 310, the amplitudes of the four signals added up and divided by 4. This results in the Average M of the four structure-borne noise sensor signals.
  • step 320 a counter i is set to 0 and in subsequent step 330 increased by 1.
  • Query 340 checks whether the difference between the amplitude Zi of the i-th Cylinder and the mean M greater than one Threshold S. If this is not the case, check the Query 350 whether i is greater than or equal to 4. If not If so, step 330 is carried out again, or if i is greater 4 is followed by step 300.
  • Step 360 recognizes that the amount of the difference between the amplitude of the i-th cylinder Zi and the Mean M is greater than the threshold S, then in Step 360 detected errors and a corresponding one Measures initiated.
  • FIG. 4 is a 4-cylinder schematic Diesel engine with two on the engine acoustically conductive structure-borne noise sensors 410 and 411 shown.
  • 415 is a needle movement sensor and 420 denotes a cylinder pressure sensor.
  • At 105 are the fresh air pipes and at 110 the exhaust pipes designated.
  • FIG. 5 is the signal evaluation for the two Knock sensors 410 and 411 are shown as a block diagram.
  • the output signal of the first knock sensor 410 passes through a Runtime correction 201 for a cylinder selection 220.
  • the output signal of the second arrives accordingly Knock sensor 411 via a second runtime correction 202 Cylinder selection 220.
  • the signal comes to a first band pass 210 and a second band pass 215. Die Output signals of the bandpasses reach one Signal processing 230, which in turn is an engine control unit 240 loaded with signals. Output signals also arrive of band passes 210 and 215 directly for engine control 240. Signal processor 230 also processes signals various sensors 235.
  • the procedure described below is also feasible with a structure-borne noise sensor.
  • the signal quality can be significantly improved.
  • the structure-borne noise sensors are on spatially different mounting locations on the engine are.
  • the first band pass Has corner frequencies of 10 kHz and 30 kHz.
  • the second Bandpass 215 has corner frequencies of 500 Hz and 4 kHz. These frequency values are only guidelines and may vary vary by type of internal combustion engine.
  • the bandpass filters filter the output signals of the knock sensors 410 or 411. Based on the filtered signals signal processing determines various sizes that the Characterize injection or combustion. The so Signals obtained are transferred from the engine control system to the control system and control of the internal combustion engine used.
  • FIG. 6a is the cylinder pressure
  • Figure 6b is Output signal of the needle movement sensor
  • Figure 6c Output signal of one of the knock sensors
  • FIG. 6d Output signal of the first and in Figure 6e the output signal of the second band pass over time. Both small amounts for the pre-injection opens Valve needle generally not all the way up.
  • the start of injection and the end of injection of the main injection is recognized when the needle of the injector 120 to 123 when opening up to the top stop and when closing up moved to the lower stop. These times are based on the rise of the output signal of the first bandpass over detected a first threshold. Will striking the Injector needle not recognized or striking is not recognized when the injector is closed, so is on Continuous injection detected.
  • These signals are used for each injection decided whether there is a continuous injection or not.
  • the monitoring is preferably carried out individually for everyone Cylinder. After recognizing a predeterminable number of Continuous injections in a cylinder is broken recognized.
  • the fuel feed pump is a mechanical pre-feed pump, formed as a gear pump, for example no immediate way to promote fuel by means of the pre-feed pump, as this is driven directly by the engine. According to the invention therefore provided that by means of the electrical Shut-off valve 150 between the prefeed pump 155 and the High pressure pump 145 to deliver fuel from the Pre-feed pump 155 to high pressure pump 145 is interrupted.
  • valve 150 interrupts the Fuel supply to high pressure pump 145.
  • a fault can doing so, for example, with the procedure described be recognized. But there are also other methods for Detection of errors possible.
  • valve 150 is designed as a 2/2 valve, that means blocks the flow between the prefeed pump 155 and the High pressure pump 145, so builds when the valve is closed a pressure upstream of the valve.
  • suitable measures must be taken.
  • the pre-feed pump Pressure relief valve can be integrated.
  • you can the shut-off valve can be designed as a 3/2 valve. In In this case, the fuel arrives when the valve is activated 150 via a dashed line from the Pre-feed pump 155 immediately back in the Fuel reservoir 160. In this embodiment, can the pressure relief valve in the prefeed pump 155 to be dispensed with.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé et un dispositif permettant de surveiller un système de dosage de carburant, notamment un système d'injection par accumulation de pression pour moteur Diesel à combustion interne. Sur la base d'un signal de sortie d'un détecteur de bruit de structure, un fonctionnement défectueux est identifié.

Claims (4)

  1. Procédé de contrôle d'un système de dosage de carburant notamment d'un système à rampe commune d'un moteur à combustion interne Diesel selon lequel le carburant est fourni par au moins une pompe de la plage basse pression à la plage haute pression,
    caractérisé en ce qu'
    on reconnaít un défaut du système de dosage si l'amplitude et/ou la durée d'un signal de sortie d'un capteur de son et/ou d'un capteur d'accélération, s'écartent de la valeur moyenne correspondant à tous les cylindres.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on reconnaít un défaut d'une électrovanne et/ou d'un injecteur du système de dosage de carburant.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    le carburant est transféré par au moins une pompe de préalimentation d'une zone basse pression dans une zone haute pression et,
    lorsqu'un défaut est reconnu, on coupe le débit de carburant entre la pompe de préalimentation et la pompe à haute pression.
  4. Dispositif de contrôle d'un système de dosage de carburant notamment d'un système à rampe commune alimentant un moteur à combustion interne Diesel, selon lequel le carburant est fourni par au moins une pompe d'une plage basse pression à une plage haute pression,
    caractérisé par
    des moyens reconnaissant un défaut du système de dosage, si l'amplitude et/ou la durée d'un signal de sortie d'un capteur de son et/ou d'un capteur d'accélération, s'écartent de la valeur moyenne de tous les cylindres.
EP96913440A 1995-09-28 1996-04-27 Procede et dispositif permettant de surveiller un systeme de dosage de carburant Expired - Lifetime EP0795076B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19536111 1995-09-28
DE19536111 1995-09-28
DE19548279 1995-12-22
DE19548279A DE19548279B4 (de) 1995-09-28 1995-12-22 Verfahren und Vorrichtung zur Überwachung eines Kraftstoffzumeßsystems
PCT/DE1996/000737 WO1997012136A1 (fr) 1995-09-28 1996-04-27 Procede et dispositif permettant de surveiller un systeme de dosage de carburant

Publications (2)

Publication Number Publication Date
EP0795076A1 EP0795076A1 (fr) 1997-09-17
EP0795076B1 true EP0795076B1 (fr) 2001-03-21

Family

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EP96913440A Expired - Lifetime EP0795076B1 (fr) 1995-09-28 1996-04-27 Procede et dispositif permettant de surveiller un systeme de dosage de carburant

Country Status (4)

Country Link
US (1) US5945596A (fr)
EP (1) EP0795076B1 (fr)
JP (1) JPH10510028A (fr)
WO (1) WO1997012136A1 (fr)

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JP4244866B2 (ja) * 2004-06-04 2009-03-25 日産自動車株式会社 ディーゼルエンジンのオイル希釈検出装置及び制御装置
WO2006040617A1 (fr) * 2004-10-12 2006-04-20 Ford Otomativ Sanayi Anonim Sirketi Procede et appareil de surveillance de l'injection de carburant
DE102004058682A1 (de) * 2004-12-06 2006-06-08 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung und Steuerung einer Brennkraftmaschine
DE102006046840A1 (de) * 2006-10-02 2008-04-03 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung eines Kraftstoffeinspritzsystems
DE102010054997B4 (de) * 2010-12-17 2012-09-13 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Erkennung von irregulären Verbrennungsvorgängen bei einer Verbrennungskraftmaschine
US9784635B2 (en) * 2015-06-29 2017-10-10 General Electric Company Systems and methods for detection of engine component conditions via external sensors
DE102015226006B4 (de) * 2015-12-18 2017-08-10 Mtu Friedrichshafen Gmbh Verfahren zur Prüfung der Zuordnung von Körperschallsensoren zu Zylindern einer Brennkraftmaschine
DE102017115757A1 (de) * 2017-07-13 2019-01-17 Man Diesel & Turbo Se Verfahren und Steuerungseinrichtung zum Betreiben einer Brennkraftmaschine
GB2574044A (en) * 2018-05-24 2019-11-27 Delphi Tech Ip Ltd Method of determining vibration events in engines using a plurality of injectors having accelerometers
KR102663102B1 (ko) * 2019-01-16 2024-05-02 만 에너지 솔루션즈 에스이 내연기관의 작동 방법 및 내연기관의 작동을 위한 제어 디바이스
KR20210152287A (ko) * 2020-06-08 2021-12-15 현대자동차주식회사 신호편차기반 인젝터 고장 기통 진단 방법 및 인젝터 고장 진단 장치

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Also Published As

Publication number Publication date
US5945596A (en) 1999-08-31
JPH10510028A (ja) 1998-09-29
WO1997012136A1 (fr) 1997-04-03
EP0795076A1 (fr) 1997-09-17

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